Cloud Nine Technologies, LLC

 Operations Manual

Issue 1.0: 1

st

 January 2015

Copyright © 2015 #CompanyName

Cloud Nine Technologies, LLC

OPERATIONS MANUAL

DJI Phantom 3 Professional

&

DJI Phantom 2

This document is a combined Safety and Operations Manual that covers all the 

appropriate aspects of Cloud Nine Technologies, LLC ("CNT")

required to satisfy the requirements of the Federal Aviation Administration permissions 

and exemptions for Aerial Work.

Document Reference: CNT/OM

Issue 1.0 – 1

st January 2015

Copyright © 2015 Cloud Nine Technologies, LLC

All rights reserved. 

Copies of this publication may not be reproduced for personal, company

or organization use without the expressed permission of CNT.
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INTENTIONALLY LEFT BLANK
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Amendment Record

Amendment

Number

Amendment Date

(dd-mm-yyyy)

Incorporated by Amendments Incorporated

1.0 01-01-2015 CNT

First issue of 

Operations 

Manual

First issue
Cloud Nine Technologies, LLC

 Operations Manual

Commitment of Accountable Manager

This Operations Manual describes the organization, aircraft systems, personnel, flight operations and 

procedures by which CNT carries out its Small Unmanned Aircraft operations

It is accepted that the contents of this document do not override the necessity of reviewing and 

complying appropriately with any new or amended regulation published from time to time by the 

relevant National Aviation Authorities addressed by this document.

Signed...............................................................................................

Accountable Manager: Debbie J. Branch

Director CNT,LLC

For and on behalf of CNT, LLC an Oklahoma limited liability company

Inquiries regarding the content of this document should be addressed to:

Cloud Nine Technologies, LLC

P. O. Box 727

Cleveland, OK 74020
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Contents

Amendments Control Page..............................................................................i

Commitment of Accountable Manager........................................................................ii

Contents....................................................................................................iii

PART A....................................................................................................................... 6

1. Purpose.............................................................................................................. 6

2. Scope................................................................................................................. 6

3. Definitions and Abbreviations............................................................................. 7

4. Document Control and Amendment Process ..................................................... 7

5. Company Positions.............................. ...............................................................8

6. Responsibilities....................................................................................................8

7. Aircraft Systems and Technical Descriptions....... ...............................................9

8. Operating Limitations and Conditions...............................................................10

9. Software and Firmware Update Policy............................. .................................10

10. Maintenance Principles......................................................................................10

11. Supervision of UAS Operations..........................................................................12

12. Investigation and MOR Handling.......................................................................12

13. Incident Handling ............................................................................................. 10

14. Flight Team Composition ................................................................................. 12

15. Operation of Multiple Types of UAS................................................................. 12

16. Qualification Requirements .............................................................................. 13

17. Crew Health ..................................................................................................... 13

18. Logs and Records............................................................................................ 14

PART B..................................................................................................................... 16

1. FLIGHT PLANNING / PREPARATION ............................................................ 16

1.1 Determination of intended task and feasibility.................................................. 16

1.2 Operating Site Location and assessment......................................................... 16

1.3 Risk Management ............................................................................................ 16

1.4 Communications .............................................................................................. 17

1.5 Pre-notification ................................................................................................. 18

1.6 Site Permissions .............................................................................................. 18

1.7 Weather ........................................................................................................... 18

1.8 Preparation and serviceability of equipment and UAS ..................................... 18

2. ON SITE PROCEDURES................................................................................. 18

2.1 Arrival............................................................................................................... 18

2.2 Site Survey....................................................................................................... 18

2.3 Selection of operating areas and alternate....................................................... 18

2.4 Crew Briefing.................................................................................................... 19
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2.5 Cordon Procedure............................................................................................ 19

2.6 Communications .............................................................................................. 19

2.7 Weather Checks............................................................................................... 20

2.8 Charging and fitting Batteries........................................................................... 20

2.9 Loading of equipment....................................................................................... 20

2.9 Pre-flight Checks.............................................................................................. 20

3. FLIGHT PROCEDURES.................................................................................. 21

3.1 Start ................................................................................................................. 21

3.2 Take-off............................................................................................................ 21

3.3 In flight ............................................................................................................. 21

3.4 Landing ............................................................................................................ 22

3.5 Shutdown ......................................................................................................... 22

4. EMERGENCY PROCEDURES........................................................................ 23

4.1 General emergency procedures....................................................................... 23

4.1.1Loss of primary control frequency............................................................ 23

4.1.2Aircraft battery failures............................................................................. 23

4.1.3Transmitter or transmitter battery failure.................................................. 24

4.1.4Malicious or accidental interference with control frequency..................... 24

4.1.5Pilot incapacitation................................................................................... 25

4.1.6Aircraft incursion...................................................................................... 25

4.1.7View incursion.......................................................................................... 26

4.1.8Fly away actions ...................................................................................... 26

4.1.9Loss of UAS............................................................................................. 27

4.1.10 Loss of flight controller......................................................................... 27

4.1.11 Public encroachment ........................................................................... 27

4.1.12 Fire ...................................................................................................... 28

APPENDIX A –SITE SURVEY, OPERATION AND FLIGHT CHECKLISTS

APPENDIX B - FLIGHT AND MAINTENANCE RECORDS

APPENDIX C - DJI PHANTOM 2 OPERATING MANUAL

APPENDIX D – DJI PHANTOM 3 PROFESSIONAL OPERATING MANUAL

APPENDIX E - FAA EXEMPTION LETTER - Conditions and Limitations (pending)
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PART A

SAFETY

1. Purpose

The purpose of this document is to detail the items to be covered for the safe operation of the DJI

Phantom 2 and DJI Phantom 3 Professional, Small Unmanned Aircraft Systems (UAS) by Cloud Nine 

Technologies personnel.

2. Scope

This operations manual applies to all CNT’s aircraft and personnel involved in the safe operation of the 

UAS detailed in PART A Paragraph. 4

2.1 Safety Policy and National Perspective

CNT adopts best industry practice to ensure that all its flight operations using its UAS are carried out 

as safely as possible.

CNT operations are carried out and limited to the United States 

2.2 Safety Goals

CNT is committed to having a safe and healthy workplace, including:

 The ongoing pursuit of an accident free workplace, including no harm to people, no damage to 

equipment, the environment and property.

 A culture of open reporting of all safety hazards.

 Support for safety training and awareness programs.

2.3 Safety Assurance

Safety is assured by applying consistent safety management approaches, comprehensive safety 

information sharing, monitoring and analysis. The aircraft airworthiness will be assured by the initial 

grant of the FAA Exemption and subsequent maintenance of the aircraft by the manufacturer/vendor 

of the UAS at the applicable intervals. Maintenance of the aircraft shall be documented in the 

maintenance log (Appendix B3). Safety of the operation will be assured by adhering to all procedures 

and requirements stated in this operations manual. Risks that could endanger the safety of the 

operation are assessed by using the operational risk assessment as described in part B, section 1.3. 

2.4 Safety Training

CNT will provide support for safety training and awareness programs. All employees shall maintain 

proficiency in their operator/observer abilities. In-house training is provided for observer/payload 

operators to ensure safety of the operation during emergencies (refer to Part B, 4). CNT will support a 

climate in which all employees are able to contribute to the safety of the operation. CNT believes that 

safety is not something management does to or for employees. Management commitment to safety is 

necessary, but true safety excellence requires engagement from personnel throughout the 

organization. Factors discovered in investigations shall be fed back to the crew in the form of training 

in a process of Continual Professional Development. The pre- and post-flight routines of CNT shall 

ensure that all crewmembers are able to contribute to the safety of the operation and voice any 

concerns as well as share any observations.
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3. Definitions and Abbreviations

The UAS type and model is specifically refered to when unique procedures apply. Otherwise, the 

term “the UAS” shall also be used when referring to procedures that are generally applicable for all of 

CNT’s UAS. The following definitions and abbreviations are used throughout this document.

4. Document Control and Amendment Process

The operations manual is a controlled document and a record of all major amendments to it shall be 

maintained by updating the Amendment Record on page “i”. All members of the organization shall be 

notified of the changes that have been made to the document and will be required to operate using the 

most up to date information.

Any major changes to the organizations ownership, structure, personnel or aircraft systems which 

impacts the pilot qualification or any Permission for Aerial Work shall be noted through amendment to 

the operations manual. 

The Accountable Manager is responsible for the amendments to CNT’s operations manual. All 

amendments shall be signed off by the Accountable Manager (Refer to Part A, 8.1).

Referenced Documents

Phantom 2

User Manual Appendix C

Phantom 3

User Manual Appendix D

FAA Exemption 

Letter Appendix E

To be added

Reference Title

AGL Above Ground Level

ESC Electronic Stability Control

FAA Federal Aviation Administration

GPS Global Positioning System

IMU Inertial Measurement Unit includes a 3-axis accelerometer, a 3-

axis angular velocity and a barometric altimeter.

MTOM Maximum Take-Off Mass

NAS National Airspace

PIC Pilot In Command

RPAS Remotely Piloted Aircraft System

CNT Cloud Nine Technologies, LLC

UAS Unmanned Aircraft System

VLOS Visual Line Of Sight
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ORGANIZATION

Cloud Nine Technologies, LLC

Oklahoma Limited Liability Company

5. Company Positions

Accountable Manager: 

Chief Operations Officer

Pilot-in-Command (PIC): 

Observer: 

Payload operator: 

6. Responsibilities

The responsibilities of personnel by CNT are divided as follows:

6.1 Accountable Manager

The accountable manager has the overall executive responsibility for the operation of CNT. The 

accountable manager has corporate authority for ensuring that all operations activities can be financed 

and carried out to the standard required by the regulator. The accountable manager is responsible for 

the amendments to CNT’s operations manual. The accountable Manager shall sign off the 

amendments the document.

6.2 Chief Operations Officer

The chief operations officer is responsible for managing all hands-on operational aspects of the 

company. These responsibilities include:

a) Maintaining CNT’s documents (including the operations manual) and making changes to these 

documents. Documents that are controlled by CNT shall be held compliant with the most current 

aviation regulation that applies to the UAS; and

b) Updating the software and firmware of the flight systems (refer to Part A, 9) and logging this in the 

Software Update Log (Appendix B5); and

c) Ensuring that all persons involved in the operation will be provided with the appropriate training 

and the necessary information before commencing an operation; and

d) Maintaining the airworthiness approval given by the FAA by arranging maintenance to the aircraft 

at the appropriate intervals (refer to Part A, 10).

e) Controlling the pre- and post-flight check system, by checking if logs have been completed and 

making changes to the system when needed.

6.3 Pilot-in-Command (PIC)

The PIC is responsible for the safety of: the aircraft, its surroundings and all the members of the 

operation including himself. Therefore, the PIC must, before taking off for any flight, take all 

reasonable steps so as to be satisfied of the matters specified below:

a) The flight can safely be made, taking into account the latest information available such as weather 

reports and forecasts and any alternative course of action which can be adopted in case the flight 

cannot be completed as planned;

b) The equipment that is carried is in sufficient conditions for use;
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c) The aircraft is in every way fit for the intended flight;

d) The load carried by the aircraft is of such weight, and is so distributed and secured, that it may

safely be carried on the intended flight;

e) Any pre-flight check system established by the operator and set out in the operations manual or 

elsewhere has been complied with by each member participating in the operation. (Part B & 

Appendices A & B)

f) Be satisfied that it is capable of safely taking off, reaching and maintaining a safe height and

making a safe landing at the place of intended destination having regard to:

1) the performance of the flying machine in the conditions to be expected on the intended

flight; and

2) any obstructions at the places of departure and intended destination and on the intended

route.

By using the pre-flight check system as specified in Appendix A, the PIC should be able to ensure 

safety consistently. During flight, the PIC is responsible for:

g) Keeping the aircraft within operating limitations (refer to Part A, 8); and

h) Maintaining clear communications with the flight team about the intended flight path.

i) Notifying the flight team when anything unusual happens or might occur, so the flight team can 

respond accordingly. 

6.4 Observer

For all operations with the UAS, the flight team will have an observer to assist the PIC. While the PIC 

must keep his eyes on the UAS all the time, the observer can have a better overview of the 

surroundings during the operation. The observer is responsible for:

a) Notifying the flight team when anything unusual happens or might occur, so the flight team can 

respond accordingly; and

b) Keeping an overview of possible other aircrafts or obstacles in the vicinity of the UAS; and

c) Maintaining a clear take off/landing site by informing and instructing passers-by or spectators to 

stay at a safe distance; and

d) Making sure that the PIC does not get distracted from its main task of safely controlling the UAS.

6.5 Payload operator

The payload operator shall assist the flight team for operations in which a camera is attached to the 

UAS. The payload operator is responsible for:

a) Notifying the flight team when anything unusual happens or might occur, so the flight team can 

respond accordingly; and

b) Maintaining clear communication with the flight team about the desired flight path for the aerial 

footage.

7. Aircraft Systems and Technical Description

The DJB Phantom 2 and DJI Phantom 3 aircraft systems are covered by their respective Operations 

Manuals. Both UAS are multi-rotor platform designed for professional aerial photography. General 

specifications of the aircraft follow below. Extended details are provided in the Operations Manual of 

each aircraft: Phantom 2 (Appendix C) and Phantom 3 (Appendix D) respectively.
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Specifications

DJI Phantom 2 DJI Phantom 3 Professional

General: 

UAS Name: DJI Phantom 2

Manufacturer: DJI Innovations

Model: DJI Phantom 2

Type: Multi-rotor system (4 rotors)

Registration / Serial Number: 

Weight: 1280g

Max Ascent Speed: 6 m/s

Command and Control Frequency: 2.4 GHz ISM

General:

UAS Name: DJI Phantom 3 Professional

Manufacturer: DJI Innovations

Model: DJI Phantom 3

Type: Multi-rotor system (4 rotors)

Registration / Serial Number: 

Weight: 1000g

Max Ascent Speed: 5 m/s 

Command and Control Frequency: 2.4~2.483 

GHz

Engines

Number of engines: 4

Engine type: Brushless Electric Motor

Power capacity (W): 500 (max)

Battery: LiPo 35

Engines

Number of engines: 4

Engine type: Brushless Electric Motor

Energy (Wh): 99.9 for TB47

 129.96 for TB48 (optional)

Battery: LIPo 45

8. Operating limitations and conditions

The conditions under which operations are allowed by the aviation authorities are as follows:

In the Exemption Letter issued by the FAA dated _________,(pending) see Limitations and 

Conditions; and.

with the operating limitations and conditions as defined by the manufacturer of the UAS which are 

uniquely defined for each of the UAS of CNT. They can be found in Appendix C and Appendix D. 

9. Software and Firmware Update Policy

The Chief Operations Officer is responsible for the status of the software and firmware that is used by

CNT’s UAS and flight controller. The upgrading of software and firmware is an integral part of the 

maintenance procedures of CNT and shall be performed at regular intervals. Maintenance to the UAS

is performed by an approved technician as selected by CNT (Refer to Part A, 10). All software and 

firmware changes shall be documented using a Software Update Log (Appendix B5), which is 

controlled by the Chief Operations Officer of CNT.

The specific software and firmware update procedures that apply for each of CNT its UAS and flight 

controllers, can be found in Appendix C and Appendix D. As software and firmware is updated during 

maintenance of the aircraft, the same testing procedures that are part of CNT's maintenance 

procedure apply (Refer to Part A, 10).

10. Maintenance Principles and Regime

The Chief Operations Officer of CNT is responsible for maintaining the airworthiness approval given by 

the FAA by arranging maintenance to the aircraft at the appropriate intervals. Maintenance of the 

aircraft is logged in the maintenance log (Appendix B 3). The following maintenance intervals apply for 

each of CNT its UAS:
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Annual Preventative Maintenance (<300 hours of flight time per year):

A preventative maintenance inspection shall be carried out annually when the UAS has logged less 

than 300 hours of flight time. This inspection shall be completed by an approved technician. During 

this inspection, the following tasks shall be completed:

 The UAS shall be disassembled; all components shall be inspected for wear and tear; and 

components shall be replaced as required. 

 All batteries are tested for capacity

 Software and firmware version is checked to see if they are of the latest version or need to be 

updated by the approved technician. 

300 Hours within one year:

An inspection shall be carried out when the UAS has logged 300 hours of flight time within one year 

time. This inspection shall be completed by an approved technician. During this inspection, the 

following tasks shall be completed:

 The UAS shall be disassembled; all components shall be inspected for wear and tear; and 

components shall be replaced as required. 

 All batteries are tested for capacity

 Software and firmware version is checked to see if they are of the latest version or need to be 

updated by the approved technician. 

500 Total hours of flight time (Major inspection):

The following inspection shall be carried out when the UAS has logged 500 total hours of flight time 

since its last major inspection. This inspection shall be completed by an approved technician. During 

this inspection, the following tasks shall be completed:

 An approved technician should disassemble the AV and inspect all components for wear and 

replace any components as required.

 Replace all engines.

 Test all batteries for capacity.

 Software and firmware version is checked to see if they are of the latest version or need to be 

updated by the approved technician. 

After maintenance to the UAS has been performed and software and firmware versions have been 

checked and updated, a test flight is conducted by CNT to check the operational capabilities of the 

aircraft. During a test flight, basic flight maneuvers shall be performed by the PIC and the correct 

functioning of the emergency functionalities is checked.

The approved technician that CNT shall use for its maintenance is the distributor of the UAS. This 

company has also built the UAS that CNT shall use for its operation. The contact details are:

Company: #DistributorName

Address: #Address

#PostalCode, City,

Country: #CountryName
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OPERATIONAL CONTROL

11. Supervision of UAS operations

The PIC on the day is responsible for supervising the operation of the UAS. All responsibilities for the 

roles within the company are described in Part A,6. The Chief Operations Officer is responsible for all 

managerial activities and tasks that need to be executed within CNT. The Chief Operations Officer 

shall make sure before each operation that all personnel who participate in an operation meet 

minimum requirements (Refer to Part A, 16), have valid qualifications and have received the 

appropriate instructions. It is also hisor her responsibility to control and store records and logs for a 

minimum of seven years (Refer to Part A, 18). 

The Chief Operations Officer is also responsible for maintaining all CNT’s documents and making 

changes to the documents (Refer to Part A ,6.2). The operations manual shall be compliant with the 

most current aviation regulation that applies to the UAS. New information which may be of an 

operational nature shall be added from time to time to the operations manual or other documents that 

are controlled by CNT. When the Chief Operations Officer introduces new documented information 

into the company, which affects the operations manual, a new amendment to the operations manual is 

made (Refer to Part A, 18). An amendment is signed off by the Accountable Manager and then 

submitted to the regulatory authorities for approval. 

The FAA has the power to evaluate, correct and approve of CNT its practices and documentation. 

The organization is responsible for this independent assessment of the operator on behalf of the FAA. 

In case of an Operator Flight Test, the Chief Operations Officer shall be responsible for 

communicating with the representatives of the FAA about facilitating the inspection and shall make 

sure that their requests regarding the assessment of CNT its operations are met. 

12. Incident, Investigation and MOR Handling

An important part of CNT’s safe operation is having the right culture within CNT’s organization. CNT

strives to create a culture whereby learning from incidents is key and the honest acknowledgement of 

mistakes is seen as a chance to learn and as an opportunity to increase the safety or CNT its aviation 

activities. Therefore, CNT has specified procedures for the handling, investigation and logging of 

incidents. When researching incidents it is the identification of the cause of the incident, which is the 

focal point and not the individual. This allows CNT to do something about that cause and prevent the 

same incident from happening again. The issue of guilt is therefore not relevant, unless there has 

been negligent and reckless behavior.

13. Incident handling:

If an incident/accident may occur, the pilot-in-command shall be notified as quickly as possible. The 

flight team shall use their skills and knowledge acquired during ground course and practical training 

and flight experience to ensure that no further incidents occur and that the UAS and their surroundings 

remain as safe as possible whilst pausing or ending the operation. The incident shall be investigated 

and reported after the operation has ended. 

13.1 Incident Investigation

If an incident/accident may occur, CNT shall categorize the incident in degree of severity. The 

following table can be applied:

Severity Definition

Accident An occurrence associated with the operation of the UAS in which: 

a) A person is fatally or seriously injured, and/or;

b) The aircraft has sustained major damage or structural failure, and/or;
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c) The UAS is missing or is completely inaccessible/uncontrollable. This 

includes hijacking of the UAS.

Note: Due to the nature UAS controls, there is a small but not 

insignificant chance that a situation might occur in which the UAS 

(temporarily) loses its communication with the controller. In this case, 

the UAS may use its Failsafe feature (Appendix C and Appendix D) to 

ensure that the UAS will hover automatically when it loses signal. 

When items a and b do not apply, this will be classified as either a 

serious incident, or a major incident, depending on the circumstances 

and judgment of the PIC.

Serious incident An incident involving circumstances indicating that an accident nearly 

occurred.

Major incident An incident associated with the operation of the UAS, in which safety of the 

aircraft may have been compromised, having led to a near collision between 

aircraft, with ground or obstacles (e.g. VLOS safety margins not respected).

Significant incident An incident involving circumstances indicating that an accident, a serious or 

major incident could have occurred, if the risk had not been managed within 

safety margins, or if another aircraft had been in the vicinity.

No safety effect An incident which has no safety significance

Not determined Insufficient information was available to determine the risk involved or 

inconclusive or conflicting evidence precluded such determination.

13.2 Incident logging:

If an incident /accident may occur during the operation of the UAS, it shall be logged using the Aircraft, 

Pilot and Crew log (Appendix B - B1 and the Incident Log (Appendix B-B2) as part of the post-flight 

procedure. The PIC of the operation in which the incident/accident has occurred is responsible for 

completing incident logging as part of the post-flight check system. 

Mandatory occurrence reporting:

The aircraft, pilot and crew log as well as the incident log shall be made readily available upon request 

by the FAA. 

14. Flight Team Composition

The flight team for operation with either of the UAS shall always consist of minimally:

• 1 PIC

• 1 Observer

For operations that require photography or videography, such as imagery and mapping or media 

operations , a payload operator shall also be part of the flight team. For these operations, the flight 

team consists of minimally: 

• 1 Pilot-in-command

• 1 Observer

• 1 Payload operator

15. Operation of Multiple types of UAS

CNT operates both the DJI Phantom 2 and the DJI Phantom 3. Before each operation commences, 

the Chief Operations Officer is responsible for deciding which aircraft CNT shall use for the operation 

(Appendix A1). Separate maintenance logs shall be used for the systems (Appendix B1,B2,B3, B4 and 

B5). This operations manual makes a distinction between the two systems where necessary to 

support the safe operation for both aircraft. 
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16. Qualification Requirements

All personnel operating as pilot-in-command of the UAS must be at least 18 years old and meet the 

following requirements:

A. Must possess at an airline transport, commercial, private, recreational or sport pilot 

certificate.

B. Must possess a current FAA airman medical certificate or a valid U. S. drivers license 

issued by a state, the District of Columbia, Puerto Rico, a territory, a possession, or the Federal 

Government.

C. Must meet the flight review requirements in all aircraft for which the PIC is rated on his or 

her pilot certificate.

D. A PIC that did not fly for 90 days should have another check under supervision of a PIC 

still current.

All personnel operating as observer or payload operator for the UAS must have followed an in-house 

training by CNT. This training ensures that the observer/payload know their responsibilities and tasks 

during the operation. It also ensures that the observer/operator are able to safely return the UAS when 

the PIC is unable to in an emergency situation (Refer to Part B,4.1.5).

17. Crew Health

To ensure safe operation of the UAS, CNT requires that all personnel shall comply with the following 

requirements on crew health:

a) The flight team shall only deploy the UAS when rested and emotionally prepared for the tasks 

at hand.

b) Physical illness, exhaustion, emotional problems, etc., can seriously impair judgment, memory

and alertness. The safest rule is not to act as part of the flight team when suffering from any of 

the above. Members are expected to “stand down” when these problems could reasonably be 

expected to affect their ability to perform flight duties.

c) A self-assessment of physical condition shall be made by all members during pre-flight 

activities.

d) Performance can be seriously hampered by both prescription and over the counter drugs. The 

PIC shall be advised anytime such drugs are being taken. If it is determined that the 

medication being taken could hamper a pilot-in command, observer or payload operator, that 

member shall be prohibited from the deployment of exercise.

e) No member shall act as part of the flight team within eight hours after consumption of any 

alcoholic beverage, while under the influence or while having an alcohol concentration of more 

than 88 micrograms of alcohol per liter of exhaled air.

The mnemonic I.M.S.A.F.E can be used by personnel to check whether they are able to operate 

safely:

Illness Do I have an illness or any symptoms of illness?

Medication Have I been taking prescription or over-the-counter drugs?

Stress Am I under psychological pressure from the job? Worried about financial 

matters, health problems or family discord?

Alcohol Have I been drinking within eight hours? Within 24 hours?

Fatigue Am I tired and not adequately rested?

Eating Am I adequately nourished?
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18. Logs and Records

All logs and records that are used and controlled by CNT are featured in the appendices. It is the 

responsibility of the Chief Operations Officer to control these documents. The logs shall be kept for at 

least seven years, the same duration as the administrative documents of CNT.
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PART B

OPERATING PROCEDURES

1. FLIGHT PLANNING / PREPARATION

1.1 Determination of intended task and feasibility

CNT will operate either upon customer request or for demonstration/training purposes. A customer 

form shall be filled out by the appropriate contact within CNT, which gives CNT more information about 

the needs of the customer. The intended task shall eventually be determined in consultation with the 

customer. The feasibility of the operation can be evaluated when the intended task is clear for both 

CNT and the customer. When evaluating the feasibility of the intended task, the following questions 

should be considered before the commitment to operate is made:

a) Is the proposed use of the UAS within the capabilities of the UAS equipment and personnel to 

perform?

b) Does the proposed use of the UAS fall within the operational limitations of the UAS? 

c) Are sufficient trained and qualified personnel available to safely operate the UAS?

1.2 Operating Site Location and assessment

Before operating, the flight can be prepared by investigating the operating site location. The 

information that is obtained shall be documented using the pre site survey form (Appendix B1). In 

order to make a supported assessment, the following conditions should be considered: 

The type of airspace that will be used and the specific provisions that apply.

Extraordinary restrictions such as segregated airspace around prisons, nuclear establishments etc. 

(suitable permission may be needed)

Other aircraft operations (local aerodromes or operating sites).

Hazards associated with industrial sites or such activities as live firing, gas venting, high-intensity radio 

transmissions etc.

Local bylaws.

Proximity of obstacles (e.g. buildings, bridges, masts, terrain).

Proximity to sources of radio interference such as power lines.

Habitation and recreational activities.

Public access.

Permission from landowner (see Part B, 1.6)

Likely operating site and alternative sites

Prevailing local weather conditions and weather conditions for the planned event

1.3 Risk Management

In order to operate safely, risk management is part of CNT’s flight planning and preparation process. A 

risk assessment is performed in the form of a hazard analysis, which is used to identify, classify and 

assess the risks of hazards and to determine the steps necessary to reduce the risk for each hazard to 

an acceptable level. 

Hazards are identified before commencing the operation by applying the pre-flight checks and 

operating procedures. Hazards that are identified shall be documented in the pre-flight survey
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checklist (Appendix A 1). Hazards identified during operation are handled by applying emergency 

procedures (Part B,17) when necessary. 

A risk matrix is used (figure 1) in combination with the risk assessment form (Appendix E) to assess 

the risk of a hazard. In this matrix, numbers have been assigned from 1 to 5 that represent the degree 

of severity and the probability of a hazard. When multiplying these numbers, the greater the outcome, 

the greater the perceived risk. The following steps are taken to assess the perceived risk of a hazard:

1. Identification of hazards

2. Assess probability of hazard leading to an undesirable outcome (as judged by PIC).

3. Assess severity of that outcome (as judged by PIC).

4. State risk as a product of probability and severity.

5. Show risk in an assessment matrix which identifies acceptability of risk.

Figure 1: Risk assessment matrix

An example is given using the matrix in figure 1. For a particular type of aircraft, if there is a high 

probability (say 4) of an engine failure (hazard) in any one flight and this would result in a rapid 

uncontrolled descent (undesirable outcome), then the potential for injuring someone underneath the 

flight path might be assessed as 3 (injury) or even 4 (major injury). This would result in either 12 (4x3) 

or even 16 (4x4) in the risk matrix and CNT should question whether the flight should be undertaken at 

all. 

However by not flying over people and leaving an adequate margin for wind effects, the potential for 

injury may be reduced to 1 or in high winds possibly 2. This gives CNT a result in the range 4 (4x1) to 

at worst 8 (4x2) in high winds when the flight path is less predictable. A much safer situation.

1.4 Communications

If possible, contact numbers for other local aircraft operations shall be obtained beforehand to make

sure all operators, including CNT, can be notified when needed, i.e. in case of emergency. When 

preparing to fly with other operators in the area, control frequencies can be discussed and agreed 

upon beforehand (also see Part B 2.5). The information that is obtained shall be documented in the 

pre-flight survey checklist (Appendix A1).
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1.5 Pre-notification

It may be necessary that CNT contact the local police to inform them of the intended operation to 

avoid interruption or concerns from the public. When the operation is likely to disturb any residents 

near the operating site, CNT shall consider informing them in advance. A method that can be applied 

for this purpose is to drop leaflets at these addresses

1.6 Site Permissions

Once it is clear for CNT that airspace is available for the operation, permission shall be obtained for 

the take-off and landing areas when needed. This “landowner’s permission” is usually needed when 

the take-off and landing areas are situated on private property. If possible, this “landowner’s 

permission” should be obtained in writing. Local authorities may also stipulate minimum insurance 

criteria. The information that is obtained shall be documented in the pre-flight survey checklist 

(Appendix B1).

1.7 Weather

Weather forecasts shall be obtained as part of CNT pre-flight procedure. Weather forecasts can be 

obtained by checking the latest METARs and TAFs from stations on or near the area that will be used 

for the operation. 

Weather conditions must be within operating limitations and conditions of the UAS (see Appendix C

and D) when operating the UAS. Caution shall be taken by CNT when weather forecasts indicate 

conditions that fall outside of the UAS operating limitations. This could lead to rescheduling or 

cancellation of the operation when weather conditions do not improve.

The information that is obtained shall be documented in the pre-flight survey checklist (Appendix A1).

1.8 Preparation and serviceability of equipment and UAS

Before embarking on an operation, the PIC is responsible (See Part A, 6.3) for ensuring that all 

equipment is ready for use, loaded and ready to be taken out. The maintenance log (Appendix B3) 

shall be used to check whether the UAS is serviceable. An embarkation checklist (Appendix A2) shall 

be used to ensure that all tools and equipment are taken to the flight operation site.

2. ON SITE PROCEDURES

2.1 Arrival

When arriving at the area of operation, CNT shall perform its arrival procedure. By having a clear 

arrival procedure, CNT is able to ensure the safety of the operation from the moment it arrives on site. 

The arrival procedure shall be completed using the arrival checklist (Appendix A3).

2.2 Site Survey

The specific terrain, structures and activity on and in the immediate vicinity of the flight operation site 

and surrounding area may be different to what CNT was expecting on basis of its flight 

planning/preparation procedures (Part B, 1). CNT shall therefore ensure that all the assumptions that 

have been made as to the viability of the site for operation of unmanned aircraft are validated. This is 

done by completing the on-site checklist. When completing this checklist, CNT shall take the operating 

limitations of the UAS into account (refer to Appendix C or Appendix D). The PIC is responsible for 

performing the site survey and completing the on-site checklist (refer to Part A, 6.3)

2.3 Selection of operating areas and alternate

The selection of operating areas depends upon the customer request. When evaluating a proposed 

operating area, CNT will ensure safe operations by performing an operating area assessment as part 

of its pre-flight procedures as described in Part B, 1.2. This pre-flight procedure documents all relevant 
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criteria for selecting the operating site. When arriving on site, an on-site survey is conducted. This onsite survey is very similar to the pre-flight survey that was conducted as part of the pre-flight 

procedure. The on-site survey ensures that the crew is aware of the latest situation and any 

unexpected changes to conditions and/or the environment that might have occurred since the preflight survey. 

In the on-site survey checklist, space is available to describe the location of the emergency area 

(alternate). The exact location of this area shall be determined by the PIC, taking into account the 

operating limitations of the UAS (refer to Appendix C or Appendix D). The information that is obtained 

shall be documented in the on-site survey checklist (Appendix A4).

2.4 Crew Briefing

CNT shall ensure that all crew members are briefed before any flight operation. The crew briefing is 

organized and conducted by the PIC for the operation. The CNT standard crew briefing consists of the 

following subjects:

a) Location/operating area

b) Embarkation/arrival time

c) Operation objective(s)

d) Operating system (UAS)

e) Operating conditions

f) Roles and responsibilities

g) Communication procedures

h) Discussion on hazards/perceived risk

i) Emergency procedures

j) Crew health

k) Other remarks

2.5 Cordon Procedure

When operating the UAS, it is likely to attract attention from other people, especially when flying in 

public areas. CNT shall use a cordon procedure when operating to ensure the safety of members of 

the public. Extra staff may be utilized to maintain the cordon when flying in an area that is likely to 

attract spectators. The take-off and landing area shall be marked by a circle of orange pylons that is 

150 meters in diameter to ensure appropriate spacing between the UAS and the public (refer to 

Appendix C or Appendix D). Additionally, the observer shall keep control of the take-off and landing 

area by observing the area of operation and informing/instructing passers-by when needed (refer to 

Part A, 6.4).

.

2.6 Communications

CNT shall establish the control frequency for the UAS and check whether this is not used by any other 

source in the vicinity as this could block CNT transmissions from being received by the UAS. Although 

it is very unlikely that a signal conflict or interruption occurs as the frequency of controllers that are 

used by CNT shift hundreds of times per second, so there are no signal conflicts or interruptions and 

therefore no need for a frequency pin.

As part of the pre-flight procedure (refer to Part B, 1.2), the surroundings are checked to see if there 

are any obstacles, such as power lines, that could interfere with the transmissions. Telemetry on 

aircraft position and height are checked for proper functioning during take-off (refer to Part B, 3.2). 

Telemetry is continuously checked by the PIC during the operation. Emergency procedures for 

situations in which communications with the UAS are lost have been described in Part B, 4.1. 

Crew communications shall be established by using two way radios for each member of the flight 

crew. This ensures that the flight crew can communicate easily and clearly when separated from each 
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other or operating in crowded or otherwise noisy areas. Where possible, members of the operation 

that do not have a radio shall communicate with the PIC through the observer to avoid unnecessary 

distractions for the PIC. A fully charged mobile phone shall be present in order to contact emergency 

services if required (Appendix B2).

2.7 Weather Checks

Weather can greatly affect the operation and effectiveness of the UAS. Therefore, CNT shall obtain 

and document weather information as part of the pre-flight procedure (refer to Part B, 1.7) and when 

arriving on site (Appendix A3). Weather conditions must be within operating limitations and conditions 

of the UAS (see Appendix C or Appendix D) when operating the UAS. Caution shall be taken by CNT

when weather forecasts indicate conditions that fall outside of the UAS operating limitations. This 

could lead to rescheduling or cancellation of the operation when weather conditions do not improve.

Wind speed is measured by using a wind measurement device and the temperature is recorded using 

a thermometer . The PIC is responsible for judging whether he is able to fly in the situation he is 

presented with. Even when the PIC is capable of flying in high crosswinds, the images that are 

received from the camera might be too unstable which may lead to a delay or cancellation of the 

operation. 

2.8 Charging and fitting Batteries

Batteries are charged from CNT home base. Batteries are all uniquely numbered, starting from one. 

Batteries are stored at room temperature in separate storage boxes; containing only the batteries for a 

single type and model of UAS, so batteries for different systems cannot be confused with one another. 

Battery management is performed by using the battery charge log (Appendix B4), in which the status 

of all batteries is kept and updated. Separate charge logs are kept for both systems. The charging and 

fitting of the batteries is one of the responsibilities of the PIC (refer to Part A, 6). A battery checker is 

used to check the status of each battery before being fitted onto the UAS before each flight. Batteries 

shall not be used for flight if their charge status is lower than 90%. It is important to observe the safety 

handling and precautions needed with lithium batteries are used for both the Phantom 2 and 3. 

Battery charging should not be left unattended.

2.9 Loading of equipment 

CNT's UAS are capable of being fitted with a camera system to shoot aerial footage. When aerial 

footage is required for an operation with the UAS, CNT shall use a GoPro camera on the DJI 

Phantom 2. The DJI Phantom 3 Professional comes equipped with its own camera. The camera is 

loaded onto a three-axis electronic stabilization gimbal that stabilizes the camera during flight. This 

electronic gimbal is attached to the airframe of the UAS. The total weight of the UAS, including the 

camera and gimbal shall not exceed the MTOM as specified by DJI Innovations in the User Manuals 

(see Appendix C and D). 

The PIC is responsible for the correct and safe loading of the camera to the UAS (Part A ,6). The PIC 

shall ensure himself of the correct and safe loading of the camera to the UAS by completing the arrival 

checklist (Appendix A3) and the pre-flight checklist (Appendix A4). 

2.9 Pre-flight Checks

The final checklist that has to be completed is the pre-flight checklist (Appendix A5), which is done by 

the PIC. Completing the pre-flight checklist is the responsibility of the PIC (refer to Part A, 6.3). This 

checklist is used to confirm the airworthiness of the UAS and to safely power on the UAS to start the 

operation. If any fault is found during the pre-flight checks, the PIC shall be responsible for calling the 

course of action to fix the fault. After a fault is fixed, another attempt can be made to complete the full 

pre-flight checklist.
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3. FLIGHT PROCEDURES

3.1 Start

The UAS is started as part of completing the pre-flight checklist (Appendix A5). By completing the preflight checklist, CNT ensures that the UAS is ready for take-off, the crew is ready and that public is a 

safe distance away. The PIC calls “TAKING OFF” when the motors are started.

Procedure:

SWITCH ON, CHECK BATTERY POWER IS WITHIN SAFE PARAMETERS, ENSURE TRIMS ARE 

NUETRAL AND ALL SWITCHES ARE IN THERE CORRECT POSITIONS

SWITCH ON AND CONFIRM CORRECT OPERATION OF THE CAMERA

ENSURE AIRCRAFT IS LEVEL ON THE CALIBRATION PLATFORM

CALL "CLEAR PROPS" AND CONNECT FLIGHT BATTERY

WAIT FOR DIAGNOSTIC TO FINISH & GPS LOCK TO BE ESTABLISHED

CHECK FUNCTION & QUALITY OF A/V LINK FROM CAMERA

TEST FOR CONTROL AND OPERATION

ENSURE TRANSMITTER DISPLAYS ARE CONNECTED

START RECORDING

REPOSITION AIRCRAFT IN TAKE OFF AREA ON LEVEL GROUND FACING INTO WIND

ENSURE ALL CREW, PUBLIC & CLIENT ARE IN CORRECT SAFE POSITIONS

DO WE HAVE CLEARENCE FROM AIR TRAFFIC CONTROL IF REQUIRED?

CALL "TAKING OFF" AND START MOTORS (#Left Transmitter Stick to Bottom Right Corner & Right 

Transmitter Stick to Bottom Left Corner)

3.2 Take-off

When the UAS has been powered on, the PIC takes one quick final look around, checks with the 

observer that they agree it is safe to fly, powers up and takes off as described in the pre-flight checklist 

(Appendix A5).

3.3 In flight

After taking off, telemetry data is checked to see if it responds correctly to the change in the UAS 

position. Throughout the entire flight, the crew shall work together by maintaining clear 

communications with each other, listening for battery warnings, remaining cautious of airspace 

infringements, other aircraft operations, obstacles, public encroachments or any other hazards that 

could lead to aerial collision or otherwise endanger the safe operation of the UAS.
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3.4 Landing

Before landing, the PIC shall check with the observer that the landing area is readily available for use 

and no operating limitations shall be exceeded during the landing. All crew members shall be informed 

that the UAS will proceed to land in the landing area. When the UAS is hovering over the landing area, 

the PIC will take a quick look below the aircraft to confirm all is clear. The PIC calls “LANDING” and 

lands the UAS (Appendix A5).

3.5 Shutdown

Upon touchdown, the motors of the UAS shall immediately be stopped by the PIC. The PIC then walks 

toward the UAS, disconnects the flight battery and calls “SAFE”. The aircraft can then be removed 

from the landing area. CNT ends the operation by completing the post-flight checklist (Appendix A6).

Procedure:

UPON TOUCHDOWN EMMIDIATELY STOP MOTORS (#Left Transmitter Stick to Bottom Right 

Corner & Right Transmitter Stick to Bottom Left Corner)

WALK TO AIRCRAFT, DISCONECT FLIGHT BATTERY AND CALL "SAFE"

REMOVE AIRCRAFT FROM LANDING AREA

RECORD FLIGHT TIME DETAILS IN PILOTS LOGBOOK & BATTERY LOGBOOK

SWITCH OFF TRANSMITTER

STOP RECORDING AND SWITCH OFF

CHECK FOR DAMAGE, WEAR, TIGHTNESS OF FITTINGS, CONDITION AND SECURE FITMENT 

OF PROPELLERS AND SECURE ATTATCHMENT OF CAMERA

REMOVE FLIGHT BATTERY FROM AIRCRAFT, CHECK RESIDUAL BATTERY %, RECORD 

DETAILS IN BATTERY LOGBOOK & PLACE ON CHARGE IN LIPO SAFE BAG PROVIDED THAT 

THE BATTERY IS NOT WARM (If So Allow to Cool)

REMOVE MEMORY CARD FROM CAMERA AND BACK UP TO COMPUTER

REVIEW IMAGES AND DISCUSS WITH CREW AND OR CLIENT IF REQUIRED
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4. EMERGENCY PROCEDURES 

When an emergency procedure has to be performed because of the occurrence of an incident or 

accident, the procedures as described in Part A, 13 shall be performed. Emergency procedures have 

been defined for several scenarios that could occur with the type of UAS that are used by CNT. When 

possible, the PIC shall perform the standard landing procedure (refer to Part B, 3.4) as the final part of 

the emergency procedure. After the emergency procedure, the operation shall be reviewed (refer to 

Part B, 3.5) so the flight crew can immediately analyze what went wrong and learn from the situation. 

4.1 General emergency procedures

The following emergency procedures are generally applicable for all of CNT’s UAS. Emergency 

procedures that feature UAS specific details or scenarios are described in Appendix C (DJI Phantom 2

and Appendix D (DJI Phantom 3). 

4.1.1 Loss of primary control frequency

A situation may occur in which the primary control frequency of the UAS is lost whilst the controller is 

powered on. The UAS shall hover automatically when communication with the controller is lost. The 

Failsafe feature (refer to Appendix C and Appendix D) is activated once communication with the 

controller has been lost for more than 3 seconds. The UAS shall use its Failsafe feature to ensure that 

the UAS will hover automatically and eventually return to the landing point when the signal does not 

restore. When such a situation occurs, the following steps shall be taken by the flight crew:

PIC: Informs crew members of the situation by calling “CONTROL SIGNAL LOST”

PIC: Wait for a possible reconnection to the UAS within a short length of time. 

PIC: While waiting, check controls to see if no buttons or switches have accidentally been pressed or 

switched.

IF THE CONNECTION WITH THE UAS IS RESTORED:

PIC: Regain control of the UAS by toggling the control mode switch once.1

PIC: Inform crew members of the situation by calling “CONTROL REGAINED”

PIC: Safely navigate the UAS back to the landing area as quickly as possible.

PIC: Perform Landing procedure (refer to Part B, 3.4).

IF THE CONNECTION WITH THE UAS IS NOT RESTORED:

After loss of signal for more than 3 seconds, the flight controller will calculate the safest route to the 

home position and control the aircraft to return home, hovering over the GPS start point and landing 

automatically (refer to Appendix C or Appendix D). When the Failsafe feature is activated, the 

following course of action applies:

PIC: Maintain VLOS with the UAS.

Observer: The observer shall ensure that the take-off and landing area, which is where the GPS 

position of the UAS was defined, remains clear for the UAS to make an emergency landing. 

Observer: When the UAS strays off from the expected return path (refer to 4.1.8), inform members of 

the public, the police of the emergency situation, ATC of approximate height, heading, speed and flight 

endurance and attempt to keep safe separation between the public and the UAS.

PIC: When the UAS has returned to its GPS start point, perform shut-down procedures of the UAS.

4.1.2 Aircraft battery failures

An aircraft battery failure may occur, resulting in loss of power to multiple engines. In such a situation, 

refer to Appendix C for the DJI Phantom 2 and Appendix D for the DJI Phantom3.

 
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4.1.3 Transmitter or transmitter battery failure

In case of a transmitter or transmitter battery failure, the control of the UAS will be lost. The UAS shall 

hover automatically when communication with the controller is lost. The Failsafe feature (refer to 

Appendix C and Appendix D) is activated once communication with the controller has been lost for 

more than 3 seconds. The UAS shall use its Failsafe feature to ensure that the UAS will hover 

automatically and eventually return to the landing point when the signal does not restore. When such a 

situation occurs, the following steps shall be taken by the flight crew:

PIC: Informs crew members of the situation by calling “CONTROL SIGNAL LOST”.

PIC: Check to see if no buttons or switches have accidentally been pressed or switched.

IF TRANSMITTER IS NOT POWERED ON:

PIC: Swap batteries to see if the transmitter can be powered back on with a different battery. Keep 

checking with different batteries

IF THE CONNECTION WITH THE UAS IS RESTORED:

PIC: Regain control of the UAS by toggling the control mode switch once.2

PIC: Inform crew members of the situation by calling “CONTROL REGAINED”

PIC: Safely navigate the UAS back to the landing area as quickly as possible.

PIC: Perform Landing procedure (refer to Part B, 3.4)

IF THE CONNECTION WITH THE UAS IS NOT RESTORED:

After loss of signal for more than 3 seconds, the flight controller will calculate the safest route to the 

home position and control the UAS to return home, hovering over the GPS start point and landing 

automatically. When the Failsafe feature is activated, the following course of action applies:

PIC: Maintain VLOS with the UAS.

Observer: The observer shall ensure that the take-off and landing area, which is where the GPS 

position of the UAS is defined remains clear for the UAS to make an emergency landing. 

Observer: When the UAS strays off from the expected return path (refer to 4.1.8), inform members of 

the public, the police of the emergency situation, ATC of approximate height, heading, speed and flight 

endurance and attempt to keep safe separation between the public and the UAS.

PIC: When the UAS has returned to its GPS start point, perform shut-down procedures of the UAS.

4.1.4 Malicious or accidental interference with control frequency

Even though it is highly unlikely that malicious interference with the control frequency may occur 

during the operation (refer to Part B, 2.6), one cannot exclude this situation from happening. 

Interference with the control frequency may result in a situation in which the signal is lost (refer to Part 

B, 4.1.1) or may result in otherwise unexpected behavior of the UAS. There are two situations that 

should be considered when interference with the control frequency is identified:

Situation 1: Malicious interference

When malicious interference is suspected or identified the following course of action applies:

PIC: Informs crew members of the situation by calling “CONTROL INTERFERENCE”

Observer: Call the local police and local air traffic control to advise them of approximate height, 

heading, speed and flight endurance.

PIC: Maintain VLOS with the aircraft and be ready to regain control if/when the interference stops.

Observer: Keep operating area safe for members of the public by informing and instructing them, 

closely watching the flight path of the UAS.

Observer: Lookout for possible suspects in the operating area that might be interfering with the 

controls. 

 
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IF/WHEN THE INTERFERENCE WITH THE UAS STOPS DURING FLIGHT:

Inform crew members of the situation by calling “CONTROL REGAINED”

Safely navigate the UAS back to the landing area as quickly as possible.

Perform Landing procedure (refer to Part B, 3.4).

Talk with local police about the situation and possible suspicions.

Situation 2: Accidental interference

PIC: Informs crew members of the situation by calling “CONTROL INTERFERENCE”

PIC: Maintain VLOS with the aircraft and be ready to regain control if/when the interference stops, 

closely watching the flight path of the UAS.

Observer: Keep operating area safe for members of the public by informing and instructing them.

Note: When signal interference occurs, the flight controller may activate the Failsafe feature (refer to 

Appendix C or Appendix D) and will calculate the safest route to the home position and control the 

UAS to return home, hovering over the GPS start point and landing automatically.

4.1.5 Pilot incapacitation

An emergency situation may occur in which the pilot is incapacitated and may therefore not be able to 

operate the UAS. In such a situation, it depends on the composition of the flight crew which course of 

action applies:

Situation 1: 1 PIC (incapacitated), 1 Observer, 1 Payload operator

Payload operator: Calls “PILOT INCAPACITATED”.

Payload operator: Toggles the Failsafe switch on the controller (refer to Appendix C or Appendix D). 

This activates the Failsafe feature, which ensures the UAS safely reaches the landing area and autolands itself.

1) Payload operator: Makes sure the landing area is safe and free of any public for the UAS to 

safely auto-land. 

Observer: Calls emergency services that will assist the PIC.

Observer: Checks whether the PIC is in a stable condition and otherwise applies first-aid techniques to 

help the PIC.

Observer: If/When the incapacitated PIC is in a stable condition, the observer shall ensure a safe 

operating area by informing and instructing members of the public if needed.

Situation 2: 1 PIC (incapacitated), 1 Observer

Observer: Toggles the Failsafe switch on the controller (refer to Appendix C or Appendix D). This 

activates the Failsafe feature, which ensures the UAS safely reaches the landing area and auto-lands 

itself. 

Observer: Calls emergency services that will assist the PIC.

Observer: Checks whether the PIC is in a stable condition and otherwise applies first-aid techniques to 

help the PIC.

Observer: Attempts to get help from members of the public if possible that can take over helping the 

PIC.

Observer: Makes sure the landing area is safe and free of any public for the UAS to safely auto-land. 

4.1.6 Aircraft incursion

An aircraft incursion may occur when another operator or aircraft breaches the operating limitations 

(Appendix C or Appendix D) of the UAS. The following course of action applies:

All crew members: If a crew member notices a possible aircraft incursion, the call “AIRCRAFT 

INCURSION” is made to notify all crew members of the situation.

PIC: Attempt to prevent aerial collision by keeping VLOS with the UAS and directing it away from the 

other aircraft. 
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Observer: Informs the PIC about the position and course of the other aircraft so the PIC can respond 

accordingly.

Observer: Observes the operating area to identify possible other operators that might control the other 

aircraft. If the operator is found, he can be instructed to land his/her aircraft.

4.1.7 View incursion

During the operation, the PIC may lose its VLOS with the UAS. This emergency procedure shall be 

initiated when the view incursion lasts longer than three seconds (as estimated by the PIC). If this 

situation occurs, the following course of action applies:

PIC: Bring the aircraft in a hover position by not touching the controls.

PIC: Informs the crew of the situation by calling “VLOS LOST”

Observer: Attempts to maintain or regain VLOS with the aircraft to instruct the PIC by changing his/her 

position on the ground.

PIC: Changes his/her own position on the ground to re-establish VLOS with the UAS.

IF THE OBSERVER HAS VLOS WITH THE UAS

Observer: Instructs the position on the ground that the PIC should take to regain VLOS.

Observer: Maintains VLOS with the UAS to instruct the PIC if the UAS should need to change its 

position (i.e. to prevent collision with object/surroundings).

WHEN THE PIC REGAINS VLOS WITH THE UAS

PIC: Informs the crew of the situation by calling “VLOS ESTABLISHED”

PIC: Safely navigate the UAS back to the landing area as quickly as possible.

PIC: Perform Landing procedure (refer to Part B, 3.4)

4.1.8 Fly away actions

A situation might occur in which the UAS becomes unresponsive to the flight controls of the PIC and 

flies away from the operating area. If this situation occurs, the following course of action applies:

PIC: Informs the crew of the situation by calling “FLY AWAY”

PIC: Wait for a possible reconnection to the UAS within a short length of time.

PIC: While waiting, check controls to see if no buttons or switches have accidentally been pressed or 

switched.

IF CONTROL OF THE UAS IS REGAINED:

PIC: Inform crew members of the situation by calling “CONTROL REGAINED”

PIC: Safely navigate the UAS back to the landing area as quickly as possible.

PIC: Perform Landing procedure (refer to Part B, 3.4)

IF CONTROL OF THE UAS CANNOT BE REGAINED:

Observer: Call local police to inform them of the situation. Call local air traffic control to advise them of 

approximate height, heading, speed and flight endurance.

PIC: Keep VLOS with the UAS and attempt to follow its position

Observer: Keep VLOS with the UAS and attempt to follow its position on ground.

Observer: Keep surrounding area of the UAS safe for members of the public by informing and 

instructing them.

Payload operator (if part of the crew): Watch the video feed received from the camera to determine the 

location and direction of the UAS. 

PIC: Attempt to regain control of the aircraft continuously by checking the controller and batteries.

IF THE SITUATION RESULTS IN A LOSS OF POWER

Refer to Part B, 4.2 Situation 2.
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4.1.9 Loss of UAS

A situation may occur in which the UAS is lost during the operation as the result of mechanical failure 

or pilot error. In this situation, the following course of action applies:

1) PIC: Informs the crew of the situation by calling “UAS LOST”.

2) PIC: Executes power-off procedure on the flight controller to possibly stop the engines if these

are still running.

3) Observer: Makes way to the crash site as quickly as possible.

4) Observer: Calls emergency response services if needed and informs local police about the 

situation.

5) Observer & PIC: Secure the area where the UAS has come down by keeping the members of 

the public at a safe distance of at least 50 meters. 

6) PIC: Initiates accident investigation procedure (Refer to part A – 15).

4.1.10 Loss of flight controller

A situation may occur in which the PIC loses the ability to control the UAS with the flight controller. A 

possible cause for this situation is a technical failure of the flight controller itself. If this occurs, execute 

the emergency procedure as described in Part B, 4.1.3. It is also possible that the controller is 

hijacked. If this situation occurs, the following course of action applies:

1) PIC: Informs crew members of the situation by calling “CONTROL HIJACK”

2) Observer: Call the local police to and local air traffic control to advise them of approximate 

height, heading, speed and flight endurance.

3) PIC: Attempt to maintain VLOS with the UAS and negotiate with the suspect to regain the 

controller.

4) Observer: Keep operating area safe for members of the public by informing and instructing 

them, closely watching the flight path of the UAS.

5) All flight crew: Wait for local police to respond to the situation and assist them in any way they 

request. Ensure the safety of the public and personal safety.

IF/WHEN CONTROL IS REGAINED DURING FLIGHT:

I. Inform crew members of the situation by calling “CONTROL REGAINED”

II. Safely navigate the UAS back to the landing area as quickly as possible.

III. Perform Landing procedure (refer to Part B, 3.4)

IV. Talk with local police about the situation and suspicions.

4.1.11 Public encroachment

During the operation, the UAS and the flight team may attract the attention from members of the public 

in the operating area. Even though CNT shall take precautionary measures (refer to Part A, 2.5) to 

limit the chances of public encroachment, the situation may still occur. If the situation occurs, the 

following procedure applies:

1) Observer: Notifies the PIC by calling “PUBLIC ENCROACHMENT” of the situation on ground.

2) PIC: Maintains VLOS with the UAS and is only concerned with the safe operation of the UAS. 

The PIC makes sure to position the UAS in a holding position at a safe distance from the 

public.

3) Observer: Ensures the safety of the PIC and thereby control of the UAS by making sure the 

PIC does not get distracted from flying the UAS.

4) Observer (and payload operator): When the safety of the PIC is guaranteed, the observer 

shall inform and instruct members of the public to clear the area.

WHEN THE OBSERVER MANAGES TO CLEAR THE AREA:

I. Observer: Notifies the PIC by calling “PUBLIC CLEAR”. 

II. PIC: Safely navigate the UAS back to the landing area as quickly as possible.
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III. PIC: Perform Landing procedure (refer to Part B, 3.4)

WHEN THE OBSERVER DOES NOT MANAGE TO CLEAR THE AREA:

I. Observer: Notifies PIC by calling “PUBLIC WON’T CLEAR”

II. Observer: Keeps the PIC focused on controlling the UAS and informs the PIC about possible 

landing areas.

III. PIC: Notify the flight crew of the intention to make an emergency landing by calling 

“IMMEDIATE LANDING”

IV. PIC: Initiate landing procedure immediately. When a predetermined landing area is nearby 

that is clear of any members of the public, the PIC will attempt to land the UAS in this area. 

Otherwise, the PIC shall identify the nearest safe area to land the aircraft safely.

V. PIC: Communicate the location of the landing area to the observer.

VI. Observer: Attempt to keep the intended landing area clear to ensure the safety of members of 

the public and the flight team. 

VII. PIC: Safely land the UAS in the landing area and perform shut-down procedures (Refer to 

Part B, 3.5)

4.1.12 Fire

A situation may occur in which the UAS catches fire during the operation. If a fire is suspected by any 

member of the flight team or a member of the public, the following course of action applies:

1) All flight crew: Make sure the PIC is notified of the situation by calling “FIRE”.

2) PIC: Notify the flight crew of the intention to make an emergency landing by calling 

“IMMEDIATE LANDING”

3) Observer: Informs the PIC about possible landing areas.

4) PIC: Initiate landing procedure immediately. When a predetermined landing area is nearby, 

the PIC will attempt to land the UAS in this area. Otherwise, identify the nearest safe area to 

land the aircraft.

5) PIC: Communicate the location of the landing area to the observer.

6) Observer: Clear the intended landing area to ensure public safety. Make sure to ensure 

personal safety as well and never position yourself directly under the UAS. 

7) Observer: Keep operating area safe for members of the public by informing and instructing 

them, closely watching the flight path of the UAS.

8) PIC: Attempt to maneuver the UAS in such a way that it never flies above any members of the 

public or a member of the flight team.

9) PIC: Safely land the UAS in the landing area and perform normal shut-down procedures 

(Refer to Part B, 3.5).

INTENTIONALLY LEFT BLANK
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APPENDIX A – SITE SURVEY, OPERATION AND FLIGHT CHECKLISTS

A1: Pre-site survey

SITE NAME

JOB NUMBER DATE LATITUDE & LONGITUDE:

ft

TEAM

 PILOT IN COMMAND:

 OBSERVER: VEHICULAR ACCESS: YES NO

 UAV REGISTRATION:

 HELPER 1:

 HELPER 2:

LOCATION

 ITEM A (U CTION se skydemon light, google earth & metcheck) FINDING

 AIRSPACE What is the Airspace? (A,C,D,E,F,G) - Do I need ATC permission?

 TERRAIN What is the Terrain? (Flat, Mountainous, Boggy)

 PROXIMITIES Other Aircraft (Aerodromes, Heli Pads, Model Sites)

 HAZARDS Live Firing, High Intensity Radio Transmissions, Gas Venting

 RESTRICTIONS Nuclear Power Stations, Prisons

 SENSITIVITIES Nature Reserves, Recreational Areas, Bye Laws

 PEOPLE Local Habitation (Do we need to Letter Drop)

 LIVESTOCK Local Farms 

 PERMISSION Local Authority, Land Owner, Military Space

 ACCESS Public Right of Way, Gates & Roads

 FOOTPATHS Public Footpaths, Bridal Paths

 ALTERNATE Alternative Operational / Take Off Sites

 RISK REDUCTION Can the job be done at another time to avoid School times etc

 WEATHER 24 hour forecast

 NOTAMS Any Notice to Airmen that may effect operations

PRE NOTIFICATIO I NS f Notified Date, Time & Contact Name

 LOCAL AIR TRAFFIC CONTROL:

 REGIONAL AIR TRAFFIC CONTROL:

 MILITARY CONTROL:

 NOTICE TO AIRMEN:

PRE SITE SURVEY

 DOWLOADED MAP TO GROUNDSTATION: (Tick)

 ALTITUTUDE FROM SEA LEVEL:

 WORK REQUIRED:

 DATE WORK REQUIRED:
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IT

E

M

A

C

TIO

N / C

H

E

C

K

TIC

K

Airframe Check Condition &

Airworthiness IT

E

M

A

C

TIO

N / C

H

E

C

K

TIC

K

Camera Mount Check Condition & Functionality Ground Station & Leads Check Condition & FunctionalityFlight Controller / Transmitter(s) Check Functionality Camera Monitor & Leads Check Condition & FunctionalityCalibration Platform

Check Condition A / V

Receiver & Leads Check Condition & Functionality

Telemetry Receiver & Leads Check Condition & Functionality

IT

E

M

A

C

TIO

N / C

H

E

C

K

TIC

K Laptop & Leads Check Condition & Functionality

Camera(s) & Lens(s) Check Condition & Functionality Mobile Phone & Emergency No's Check Condition & FunctionalityCamera Connection Leads Check Condition Anemometer Check Condition &

Quantity

Camera Memory Cards Check Condition &

Space First Aid Kit & Fire Extinguisher Check Condition &

Contents

Camera to Airframe Lanyard Check Condition &

Security Crew Identification Check Requirements &

Quantity

Camera Attachment Bolt Check Condition Fluorescent Jacket(s) / Hard Hats Check Condition &

Quantity

Two Way Radios Check Condition, Charge & Function

IT

E

M

A

C

TIO

N / C

H

E

C

K

TIC

K

Clothing (Boots, Coat, Gloves) Check Condition

Multi Function Battery Charger Check Condition & Functionality Air Navigation Map Check ConditionRequired Charger Leads Check Condition Checklists, Manuals & Logbooks Check Condition &

Current

Battery Checker Check Functionality Notepad &

Pens Check Condition

Site Assessment Form

Check Condition

IT

E

M

A

C

TIO

N / C

H

E

C

K

TIC

K

Signs, Safety Tape, Cones Check Condition &

Quantity

Screwdrivers (Flat / Cross Drive) Check ConditionAllen Keys Check Condition IT

E

M

A

C

TIO

N / C

H

E

C

K

TIC

K

Pliers (Standard / Long Nose) Check Condition Flight Battery Packs Charge &

Check Condition

Cable Ties (Various Sizes) Check Condition &

Quantity Transmitter Battery Packs Charge &

Check Condition

Side Cutters Check Condition Camera Battery Packs Charge &

Check Condition

Nylock Propeller Nuts Check Condition &

Quantity Ground Station Battery Charge &

Check Condition

Spare Props. (Tractor &

Pusher) Check Condition &

Quantity Charger Battery Packs Charge &

Check Condition

S

mall Socket Set Check Condition Mobile Phone Battery Charge &

Check Condition

EM

B

A

R

KA

TI

O

N

C

HE

C

KL

I

S

T

A2: Embarkation checklist
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A3: Arrival checklist

ARRIVAL CHECKLIST

ITEM ACTION / CHECK TICK

SITE SURVEY CARRY OUT SITE SURVEY WITH OBSERVER

FLIGHT PLAN / BRIEF CONFIRM FLIGHT PLAN & BRIEF CREW, OBSERVER & 

CLIENT

AIRFRAME UNLOAD & CHECK AIRFRAME FOR ANY DAMAGE IN 

TRANSIT

CAMERA ATTATCH TO PLATFORM & FIT SAFETY LANYARD

A/V CONNECTION INSERT A/V PLUG AND SECURE

PROPELLERS CHECK SECURING NUTS FOR TIGHTNESS (Replace if 

Removed)

CALIBRATION PLATFORM POSITION AS REQUIRED & ENSURE LEVEL WITH SPIRIT 

LEVEL

GROUND STATION SETUP, SWITCH ON AND TEST OPERATION

A/V MONITOR SETUP, SWITCH ON AND TEST OPERATION

CREW IDENTIFICATION 

BADGES

ISSUE AS REQUIRED

HARD HAT / 

FLOURESCENT JACKETS

ISSUE AS REQUIRED

TWO WAY RADIOS ISSUE AS REQUIRED

FIRST AID KIT POSITION TO BE EASILY ACCESSIBLE & INFORM CREW OF 

LOCATION

FIRE EXTINGUISHER POSITION TO BE EASILY ACCESSIBLE & INFORM CREW OF 

LOCATION

CREW / HELPERS POSITIONAS REQUIRED TO MAINTAIN SAFE FLYING ZONE

CORDENS, SIGNS & 

SAFETY TAPE

SETUP AS REQUIRED TO MAINTAIN SAFE OPERATION
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A4: On-site survey checklist

DATE WIND SPEED

KNOTS

 PILOT: TEMP. DIRECTION

 OBSERVER: *C 

 ITEM CHECK FINDING

 OBSTRUCTIONS

 VIEW LIMITATIONS Anything that may impair line of sight vision

 PEOPLE Is a Cordon required or some kind of crowd control

 LIVESTOCK Any Animals or Wildlife

 SURFACE Flat Surface, Rough, Sloped, Wet

 PERMISSION Do We Have the Land Owners Permission

 PUBLIC Public Right of Way, Footpaths, Gates

 AIR TRAFFIC Do We Need & or Have Clearance

 COMMUNICATION Two Way Radios Required

 PROXIMITY Are We Far Enough Away from Buildings etc.

 TAKE OFF AREA Where is the Safest Convenient Position

 LANDING AREA Where is the Safest Convenient Position

 OPERATIONAL ZONE Are there Any Hazards or Obstructions

 EMERGENCY AREA Where is the Safest Convenient Position

 HOLDING AREA Where is the Safest Convenient Position

 CONTACT NUMBERS

 PILOT:

 OBSERVER:

 CLIENT:

 LOCAL POLICE:

 LOCAL HOSPITAL:

 LOCAL AIR TRAFFIC CONTROL:

 EURO USC:

 NOTES:

ON SITE SURVEY

 Masts, wires, Buildings, Train Lines, Trees, Lakes, 

Rivers, Canals or Industrial Hazards
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A5: Pre-flight checklist

PRE FLIGHT CHECKLIST

ITEM ACTION / CHECK TICK

AIRFRAME CHECK FOR DAMAGE, WEAR, TIGHTNESS OF FITTINGS, CONDITION AND SECURE

FITMENT OF PROPELLERS AND SECURE ATTATCHMENT OF CAMERA

FLIGHT BATTERY NOTE BATTERY NUMBER IN BATTERY LOGBOOK, RECORD PRE-FLIGHT BATTERY 

POWER % AND FIT INTO AIRFRAME (No Lower than 90%)

TRANSMITTER(S) SWITCH ON, CHECK BATTERY POWER IS WITHIN SAFE PARAMETERS, ENSURE 

TRIMS ARE NUETRAL AND ALL SWITCHES ARE IN THERE CORRECT POSITIONS

CAMERA SWITCH ON AND CONFIRM CORRECT OPERATION

AIRFRAME ENSURE AIRCRAFT IS LEVEL ON THE CALIBRATION PLATFORM

FLIGHT BATTERY CALL "CLEAR PROPS " AND CONNECT FLIGHT BATTERY

SELF DIAGNOSTIC WAIT FOR DIAGNOSTIC TO FINISH & GPS LOCK TO BE ESTABLISHED (Flashing 

Blue Light)

MONITOR CHECK FUNCTION & QUALITY OF A/V LINK FROM CAMERA

CALIBRATION MOVE LEFT TRANSMITTER STICK TO TOP LEFT CORNER & WAIT FOR BEEP

SAVE CALIBRATION MOVE LEFT TRANSMITTER STICK TO TOP RIGHT CORNER & WAIT FOR BEEP

CAMERA PLATFORM TEST FOR CONTROL AND OPERATION

TELEMETRY LINK ENSURE GROUND STATION AND TRANSMITTER DISPLAYS ARE CONNECTED

FLIGHT PLAN LOAD IN FLIGHT PLAN FROM GROUND STATION IF REQUIRED (Beep for Each

Waypoint)

CAMERA START RECORDING

AIRCRAFT ALIGNMENT REPOSITION AIRCRAFT IN TAKE OFF AREA ON LEVEL GROUND FACING INTO

WIND

CREW, PUBLIC & CLIENT ENSURE ALL CREW, PUBLIC & CLIENT ARE IN CORRECT SAFE POSITIONS

CLEARENCE DO WE HAVE CLERENCE FROM AIR TRAFFIC CONTROL IF REQUIRED?

POWER UP CALL "TAKING OFF " AND START MOTORS (Left Transmitter Stick to Bottom 

Right Corner)

TAKE OFF TAKE ONE FINAL QUICK LOOK AROUND, CHECK WITH OBSERVER THAT THEY 

AGREE IT IS SAFE TO FLY, POWER UP AND TAKE OFF

COMMUNICATION THROUGHOUT ENTIRE FLIGHT STAY IN AUDIABLE CONTACT WITH OBSERVER, 

LISTEN FOR BATTERY WARNINGS, AIRSPACE INFRINGEMENTS OR PUBLIC 

ENCROACHMENTS

LANDING BEFORE LANDING, CHECK WITH OBSERVER, HOVER OVER LANDING AREA. TAKE

A QUICK LOOK BELOW AIRCRAFT AND CALL "LANDING" AND THEN LAND.
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A6: Post-flight checklist

POST FLIGHT CHECKLIST

ITEM ACTION / CHECK TICK

TOUCHDOWN UPON TOUCHDOWN EMMIDIATELY STOP MOTORS (Left Transmitter Stick to Bottom

Left Corner)

POWER DOWN WALK TO AIRCRAFT, DISCONECT FLIGHT BATTERY AND CALL "SAFE"

REMOVAL REMOVE AIRCRAFT FROM LANDING AREA

DATA RECORDING RECORD FLIGHT TIME DETAILS IN PILOTS LOGBOOK & BATTERY LOGBOOK

TRANSMITTER SWITCH OFF TRANSMITTER

CAMERA STOP RECORDING AND SWITCH OFF

AIRFRAME CHECK FOR DAMAGE, WEAR, TIGHTNESS OF FITTINGS, CONDITION AND SECURE 

FITMENT OF PROPELLERS AND SECURE ATTATCHMENT OF CAMERA

BATTERY REMOVE FLIGHT BATTERY FROM AIRCRAFT, CHECK RESIDUAL BATTERY %, RECORD 

DETAILS IN BATTERY LOGBOOK & PLACE ON CHARGE IN LIPO SAFE BAG PROVIDED

THAT THE BATTERY IS NOT WARM (If So Allow to Cool)

MEMORY CARD REMOVE FROM CAMERA AND BACK UP TO GROUND STATION

REVIEW REVIEW IMAGES AND DISCUSS WITH CREW AND OR CLIENT IF REQUIRED
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APPENDIX B – RECORDS FOR EACH FLIGHT

B1: Aircraft Pilot and Crew Log
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B2. Incident Log

INCIDENT LOG

Date of 

Incident

Time of

incident Injuries/Damage Incident details Action taken / Incident Report Notes

e.g. Ongoing Investigation
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B3: Maintenance Log

MAINTENANCE LOG

DATE REASON FOR 

MAINTENANCE

WORK DONE PARTS REPLACED SYSTEM TESTED

YES OR NO

NOTES
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B4: Battery Charge Log

BATTERY

NUMBER

BATTERY RESIDUAL 

% BEFORE CHARGE

DATE OF 

CHARGE

CHARGE INPUT

mAh

FLIGHT

DURATION

PRE-FLIGHT 

BATTERY CHARGE % NOTES

BATTERY CHARGE LOG
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B5: Software Update Log

SOFTWARE UPDATE LOG

DATE

CURRENT

SOFTWARE/FIRMWARE 

VERSION

UPDATED 

SOFTWARE/FIRMWARE 

VERSION

SUCCESFUL 

INSTALLATION 

YES OR NO

SYSTEM TESTED

YES OR NO

NOTES