[Type here]

FLIGHT OPERATIONS

MANUAL

XYZ

[Email address]

*This document is proprietary and confidential. No part of this document or its attachments may be disclosed in any manner to a

third party without the prior written consent of Asymmetric Technologies, LLC.
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“THE MANUAL”

Small Unmanned Aerial System Flight Operations Procedures and Policies

Table of Contents

Amendment Record 2

Section 1: Purpose 3

Section 2: Small Unmanned Aerial System Description 6

Section 3: Safety Management System 11

Section 4: Flight Training and Certification/Re-Certification 15

Section 5: sUAS Maintenance Procedures 17

Section 6: Flight Operations 19

Section 7: Privacy 27

Appendix A: Risk Management Tool 28

Appendix B: Example Aircraft Maintenance Log 30

Appendix C: Example Aircraft Flight Log 31

Appendix D: Example Crewmember Log 32
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Amendment Record

Amendment

#

Amendment

Date

Description of Amendment

1 31 Mar 15 Adds the MD4-200 overview and specifications to section 2.

2 31 Mar 15 Revises paragraph 3.4 and adds Fig. 3 (Risk Analysis Matrix)

3 31 Mar 15 Revises paragraph 3.6 IAW FAA mandated incident reporting 

4 31 Mar 15 Adds revised Appendix A (Risk Management Tool)

5 31 Mar 15 Adds Appendix A1 (Risk Management Worksheet)

6 31 Mar 15 Revises Appendix C (Aircraft Flight Log)

7 31 Mar 15 Revises Appendix C (Crewmember Log)

8 31 Mar 15 Adds propriety disclaimer to Flight Manual cover

9 10 Apr 15 Adds revised paragraph 4.1 Pilot in Command qualifications
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Section 1: Purpose

1.1General

This manual contains guidance and policy to ensure safety and efficiency in operating small Unmanned Aerial Systems (sUAS) for business purposes. This manual covers the following topics:

 sUAS System Overview

 Safety Procedures

 Flight Training and Certification

 sUAS Maintenance Procedures

 Flight Operations

 Privacy Policy

Asymmetric Technologies (AT) encourages feedback and suggestions on improving policies and procedures outlined in this manual to enhance the overall safety of flight operations.

1.2Distribution

A copy of this manual will be supplied to the following:

 Each aircraft operated by this company

 Each crew member (team leader, pilot and visual observer) who will fly a sUAS operated by

this company

 UAS Services Director

 AT CEO/President

1.3 Definitions

Ground Control Station (GCS) - the land- or sea-based control center that provides the facilities for

human control of unmanned vehicles in the air or in space.

Payload - the sensors, instruments, or equipment carried by the UAV.

Pilot in Command (PIC) - Ultimately responsible for the flight operations and solely responsible for input of commands/piloting of the UAV during flight.

Small Unmanned Aerial System - FAA class designation for a UAS that weighs less than 55 pounds.

Sterile Area - the geographic confines of the flight operations, typically 500m from the PIC flight position and no more than 400 feet AGL. AT must be able to control access to, and activities within, the

sterile area so that we can ensure the safety of all personnel, equipment and facilities.

Team Leader - supervises all ground and air operations during flight, the team leader ensures that the

operations area remains secured and both PIC and visual observer are not interrupted.
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Unmanned Aerial System (UAS) - the unmanned aircraft (UA) and all of the associated support

equipment, control station, data links, telemetry, communications and navigation equipment, etc.,

necessary to operate the unmanned aircraft.

Unmanned Aerial Vehicle (UAV) - the flying portion of the system, flown by a pilot via a ground control system, or autonomously through use of an on-board computer, communication links and any additional equipment that is necessary for the UA to operate safely. Commonly known as a drone and

referred to as a Remotely Piloted Aircraft (RPA) by the International Civil Aviation Organization

(ICAO).

Visual Line of Sight (VLOS) - An operation in which the UAS pilot or visual observer maintains direct

unaided visual contact with the remotely-piloted aircraft

Visual Observer (VO) - maintain visual observation of the UAV while it is in flight and alert the PIC of

any conditions (obstructions, terrain, structures, air traffic, weather, etc.) which affect the safety of

flight. Additionally, the observer will be responsible for all aviation related communications required by

FARs.

1.3Manual Deviations

All personnel directly involved with operation of sUAS owned, leased, or borrowed by the company

shall be familiar with the flight operations manual. All UAS operations will be conducted in accordance

with all applicable FARs, local and national laws, manufacturers’ aircraft manuals/limitations and this

manual. Deviations from this manual are permitted in the interest of safety when it is necessary to

protect crew members, bystanders and aircraft.

1.4 Code of Conduct

Asymmetric Technologies is committed to the integration of UAS into a wide variety of public and private applications. The nature of UAS and the environments in which they will operate, when not managed properly, can and will create issues that need to be addressed. The future of UAS is directly

linked to the responsible and safe use of these systems. We are obligated to conduct our operations

in a safe manner that minimizes risk and instills confidence in our systems. As such, AT is committed

to upholding the Association of Unmanned Vehicles International “Unmanned Aircraft Systems Industry Code of Conduct,” found at http://www.auvsi.org/conduct.

The code is built on three specific themes: Safety, Professionalism, and Respect. Each theme represents a “common sense” approach to UAS operations and address many of the concerns expressed 

by the public and regulators. This code is meant to provide our company a convenient checklist for 

operations and a means to demonstrate our obligation to supporting the growth of our industry in a 

safe and responsible manner. By adopting this Code, AT commits to the following:

Safety

 We will not operate UAS in a manner that presents undue risk to persons or property on the 

surface or in the air.

 We will ensure UAS will be piloted by individuals who are properly trained and competent to 

operate the vehicle or its systems.
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 We will ensure UAS flights will be conducted only after a thorough assessment of risks associated with the activity. This risks assessment will include, but is not limited to:

o Weather conditions relative to the performance capability of the system

o Identification of normally anticipated failure modes (lost link, power plant failures, loss 

of control, etc) and consequences of the failures

o Crew fitness for flight operations

o Overlying airspace, compliance with aviation regulations as appropriate to the operation, and off-nominal procedures

o Communication, command, control, and payload frequency spectrum requirements

o Reliability, performance, and airworthiness to established standards

Professionalism

 We will comply with all federal, state, and local laws, ordinances, covenants, and restrictions 

as they relate to UAS operations.

 We will operate our systems as responsible members of the aviation community.

 We will be responsive to the needs of the public.

 We will cooperate fully with federal, state, and local authorities in response to emergency deployments, mishap investigations, and media relations.

 We will establish contingency plans for all anticipated off-nominal events and share them 

openly with all appropriate authorities.

Respect

 We will respect the rights of other users of the airspace.

 We will respect the privacy of individuals.

 We will respect the concerns of the public as they relate to unmanned aircraft operations.

 We will support improving public awareness and education on the operation of UAS.

It is incumbent upon us to hold ourselves and each other to a high professional and ethical standard. As with any revolutionary technology, there will be mishaps and abuses; however, in order to operate safely and gain public acceptance and trust, we should all act in accordance with these guiding 

themes and do so in an open and transparent manner.
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Section 2: Small Unmanned Aerial System Description

2.1 md4-1000 Overview

The md4-1000 Unmanned Aerial System is a miniature Vertical Take-Off and Landing (VTOL) aircraft. It can fly by remote control or automatically using proprietary way point navigation software. The

md4-1000 UAS consist of a carbon fiber body, has an optimized flying time of 88 minutes, and can

carry a payload of 1200g (3.2 pounds).

The UAV has a flight data recorder on board, storing over 100 different values and status information

up to 125 times per second on an internal micro SD card. It can handle a data volume of up to 32 KB

per second, and provides an effective tool for diagnosis and analysis of technical malfunction and operator error.

The handheld Remote Control - Transmitter allows for total flight control of the aircraft, and includes a

basic telemetry display. Operating on a 920 MHz frequency, the handheld unit allows command flight

of the aircraft up to 500m and is the primary flight control used by the UAV pilot.

The Ground Control Station (GCS) is a 2.4 GHz analogue reception unit designed to receive video

and telemetric data on the ground. The telemetric data can be displayed easily with the flight control

software, and includes battery level, signal quality, position, altitude, GPS-position, and flight time.

2.2 Physical Characteristics

Measurements -

 Width - 40.5 inches (103 cm)

 Height - 19.5 inches (49.5 cm)

Mass -

 Vehicle - 2.65 Kg (5.8 lbs)

 Payload Max - 1.2 Kg (2.6 lbs)

 Max Weight - 3.85Kg (8.5 lbs)

Fuel - 6 cell Lithium Polymer Battery, 22.2V, 12.2 aH

Landing style/type - vertical take-off and landing

Propulsion System

 Engines – flat core motors

 Batteries – Lithium Polymer 6s2p
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2.3 Performance Characteristics

Maximum Altitude - 3,280 feet (1,000 m)

Take-off Altitude - 1,312 feet (400m) ASL

Maximum Endurance - 88 minutes at 500g payload

Maximum Range - 1,640 feet (500m) with RC Controller

Weather Minimums -

 Winds Maximums - 39 ft/s (12.0 m/s)

 Minimum Ceiling - 500 feet (150m) (to provide additional 100 ft zone of safety able flight operations)

 Minimum visibility - 1300 ft (400m) visibility

 Icing Conditions - no icing conditions

 Precipitation - no visible moisture

2.4 Command and Control Systems - The md4-1000 Ground Control station allows the operator

simultaneous control over aircraft and payloads. The touch screen control allows for quick navigation

and data entry while the display screen provides all essential flight data to the operator. Telemetry

data is transmitted to the command station at least once per second. Displayed on GCS:

● UAV Position

● Navigation Route

● UAV Altitude

● UAV Heading

● Range to Target (when using waypoint navigation)

● Date/time

● Sensor heading and orientation relative to UAV

2.5 Onboard Flight Instruments – The UAV is equipped with an Inertial Navigation System (3axis

gyroscope, 3axis magnetometer, and GPS receiver)

2.6 On–board computer systems – The UAV is equipped onboard computer systems to monitor

(sensors, battery, etc.), control (speeds, altitude, position, etc.), and communicate (control, telemetry,

etc.).

2.7 Onboard guidance and navigation equipment – The UAV can operate autonomously; it does

not require any input from ground based equipment, or from the pilot to hover in place.

2.8 Frequency Allocations – 920 MHz, 2.4 GHz, and 5.8 GHz

2.9 Flight termination link – to prevent a “fly away” or other potentially dangerous situation a flight

termination link is available to the operator at the GCS.

2.10 Takeoff and Landing – The md4-1000 has the capability for autonomous launch and recovery.

A Landing Zone “LZ” is designated by the operators and identified in the GCS software. For launch

procedures the aircraft will takeoff and hover 3 meters directly above the LZ and hold until further operator instruction is given. For landing procedures the aircraft can fly to a designated landing point,

hover 3 meters directly above the LZ and then begin a controlled descent. Because of ground effects,

it is preferable, when feasible, that the pilot conduct landing procedures. The aircraft will automatically

adjust for wind during this period.
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2.11 Navigation System – Specific maps can be downloaded to the display screen (such as air sectional and geographic maps) which are overlaid with GPS positional data. Waypoints can be created

before and during flight operation creating specific locations and sequences for the aircraft.

2.12 Redundant Systems – The sUAS combines the input from a multitude of sensors. Even though

the data from all sensors is required for optimal system performance, a single sensor malfunction is

likely to result in degraded performance rather than leading to a catastrophic failure.

2.13 Security - The system and communication links are encrypted by the manufacturers proprietary

software.

2.14 md4-200 Overview

The md4-200 Unmanned Aerial System is a miniatures Vertical Take-Off and Landing (VTOL) aircraft. It can fly by remote control or automatically using proprietary way point navigation software. The

md4-200 UAS consist of a carbon fiber body, has an optimized flying time of 30 minutes, and can

carry a payload of 300g (.66 pounds).

The UAV has a flight data recorder on board, storing over 100 different values and status information

up to 125 times per second on an internal micro SD card. It can handle a data volume of up to 32 KB

per second, and provides an effective tool for diagnosis and analysis of technical malfunction and

operator error.

The handheld Remote Control - Transmitter allows for total flight control of the aircraft, and includes a

basic telemetry display. Operating on a 920 MHz frequency, the handheld unit allows command flight

of the aircraft up to 500m and is the primary flight control used by the UAV pilot.

The Ground Control Station (GCS) is a 2.4 GHz analogue reception unit designed to receive video

and telemetric data on the ground. The telemetric data can be displayed easily with the flight control

software, and includes battery level, signal quality, position, altitude, GPS-position, and flight time.
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2.15 Physical Characteristics

Measurements -

• Width - 21.25 inches (540 mm)

• Height – 7.8 inches (198.5 mm)

Mass -

• Vehicle - 800 g (1.76 lbs)

• Payload Max - 300 g (.66 lbs)

• Max Weight - 1100 g (2.42 lbs)

Fuel - 4 cell Lithium Polymer Battery, 14.8V, 4S LiPo, 2300mAh

Landing style/type - vertical take-off and landing

Propulsion System

• Engines – flat core motors

• Batteries –4S LiPo, 2300mAh

2.16 Performance Characteristics

Maximum Altitude – 1,000 feet (1,000 m)

Take-off Altitude - 400 feet (120m) ASL

Maximum Endurance - 30 minutes at 200g payload

Maximum Range - 1,640 feet (500m) with RC Controller

Weather Minimums -

• Winds Maximums - 39 ft/s (12.0 m/s)

• Minimum Ceiling - 500 feet (150m) (to provide additional 100 ft zone of safety able flight

operations)

• Minimum visibility - 1300 ft (400m) visibility

• Icing Conditions - no icing conditions

• Precipitation - no visible moisture

2.17 Command and Control Systems - The md4-200 Ground Control station allows the operator

simultaneous control over aircraft and payloads. The touch screen control allows for quick navigation

and data entry while the display screen provides all essential flight data to the operator. Telemetry

data is transmitted to the command station at least once per second. Displayed on GCS:

● UAV Position

● Navigation Route

● UAV Altitude

● UAV Heading

● Range to Target (when using waypoint navigation)

● Date/time

● Sensor heading and orientation relative to UAV
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2.18 Onboard Flight Instruments – The UAV is equipped with an Inertial Navigation System (3axis

gyroscope, 3axis magnetometer, and GPS receiver)

2.19 On–board computer systems – The UAV is equipped onboard computer systems to monitor

(sensors, battery, etc.), control (speeds, altitude, position, etc.), and communicate (control, telemetry,

etc.).

2.20 Onboard guidance and navigation equipment – The UAV can operate autonomously; it does

not require any input from ground based equipment, or from the pilot to hover in place.

2.21 Frequency Allocations – 920 MHz, 2.4 GHz, and 5.8 GHz

2.22 Flight termination link – to prevent a “fly away” or other potentially dangerous situation a flight

termination link is available to the operator at the GCS.

2.23 Takeoff and Landing – The md4-200 has the capability for autonomous launch and recovery. A

Landing Zone “LZ” is designated by the operators and identified in the GCS software. For launch

procedures the aircraft will takeoff and hover 3 meters directly above the LZ and hold until further

operator instruction is given. For landing procedures the aircraft can fly to a designated landing point,

hover 3 meters directly above the LZ and then begin a controlled descent. Because of ground effects,

it is preferable, when feasible, that the pilot conduct landing procedures. The aircraft will automatically

adjust for wind during this period.

2.24 Navigation System – Specific maps can be downloaded to the display screen (such as air sectional and geographic maps) which are overlaid with GPS positional data. Waypoints can be created

before and during flight operation creating specific locations and sequences for the aircraft.

2.25 Redundant Systems – The sUAS combines the input from a multitude of sensors. Even though

the data from all sensors is required for optimal system performance, a single sensor malfunction is

likely to result in degraded performance rather than leading to a catastrophic failure.

2.26 Security - The system and communication links are encrypted by the manufacturers proprietary

software.
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Section 3: Safety Management System

3.1 General

A safety management system (SMS) is the process by which AT identifies the hazards and associated risks that are inherent in flight operations, assesses them and eliminates them or develops appropriate mitigations to reduce the associated risk to an acceptable level. The mitigations are then implemented and tracked to ensure they are appropriate and effective. All of this is carried out in a policy framework so as to achieve specified safety management goals and objectives.

3.2 Purpose

The purpose of the SMS is to manage safety proactively and effectively by integrating control of risk

into normal day-to-day business practices. This is done by:

 Obtaining consent and optimal UAS and human performance

 Identifying and managing safety risks specific to AT

 Actively supporting the SMS

3.3 Safety Policy

While utilizing sUAS for business is a productive component of AT, it is not its primary focus. AT leaders are uniquely susceptible to being distracted with non-flying responsibilities, thoughts, pressures

and commitments that might jeopardize safety. Safety is an important operating principle and an essential part to all measurements of success at AT. Aviation safety in particular is the responsibility of

the AT Director of UAS Services, as well as the sUAS crew. SMS is the cornerstone of this flight operations manual and forms the core of AT’s safety efforts towards flying excellence. Risk mitigation to

the lowest possible level is the target of all AT operations.

3.4 Safety Risk Management (SRM) Performance Goals

The PIC is the judge as to whether the aircraft shall take-off and where it shall land, taking into account all factors of his or her current qualifications and personal condition for the envisioned flight.

Furthermore, the PIC is responsible for determining that the aircraft is currently airworthy and that the

operating area, airspace and weather conditions are within legal and acceptable parameters. The PIC

will exercise this responsibility effectively and will use all available resources to make appropriate and

effectively conservative decisions.

Each PIC will perform their duties giving primary concern for their own safety as well as fellow employees, customers, property and equipment involved in or near flight operations.

The PIC will determine the applicable risks and mitigations throughout the mission planning and execution phases by using this manual and Figure 3 (shown below) as guidance, to include completion

of the Risk Management Tool (Appendix A), and Risk Management Worksheet (Appendix A-1). The

Risk Management Tool (RMT) and associated worksheet is designed to be used before each flight to

mitigate associated risk to the lowest possible level.
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Fig. 3

3.5 Crew Endurance Management

Crew endurance is an integral part of the overall SMS. It is used to control risks due to sleep deprivation or fatigue and to prescribe thresholds to trigger decisions whether to accept those risks. This program is implemented to ensure that personnel operating/servicing AT equipment, planning operations, and making critical decisions are alert and not degraded by fatigue.

The Team Leader is responsible for ensuring fatigue is controlled or eliminated as a risk factor in all

operations. The duty day for AT crew members begins when he or he arrives at work, regardless of

whether or not that work is related to aviation, and terminates upon completion of the last flight of the

day. No crew member may fly more than 8 hours of flight time within any 24 hour period. No pilot

crew member may perform a duty day in excess of 14 hours, and any duty day of 14 consecutive

hours must be followed by a rest period of at least 12 hours before conducting another flight.
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Crew members will immediately inform their supervisor when they have participated in activities or

received treatment for which flying restrictions may be appropriate. This includes

 Any medical or dental procedure requiring use of medication after the treatment.

 Any medical or dental procedure requiring use of any type of anesthesia or sedation.

 Treatment by mental health professionals, including but not limited to psychological, social,

psychiatric, alcohol, or substance abuse counseling.

 Any chiropractic or osteopathic manipulative treatment.

 Any treatment given by a homeopath, naturopath, herbalist, or practitioner of other types of alternative medicine.

 Any emergency room or urgent care visits.

3.6 Violations, Incident and Accident Handling - Any flight operation that transgresses the lateral

or vertical boundaries of the operational area as defined by the applicable COA must be reported to

• FAA UAS Integration Office (AFS-80)

• Local Authorities, if appropriate

• AT Corporate Headquarters

Additionally, accidents must also be reported to the National Transportation Safety Board (NTSB) per

instruction contained on the NTSB web site.

3.6.1 Violations - Any violation of FAA, International Civil Aviation Organization (ICAO), and/or any

other pertinent aviation regulation will be reported. Any person witnessing or involved in a flight violation will report the violation as soon as possible.

3.6.2 Incidents/Accidents - Incidents are a violation of AT flight operations policies and procedures

or FAA regulations that could have resulted in injury to a person, damage to property, or damage or

loss of the aircraft. An accident is an event in which resulted in the injury of a person/s, damage to

property, and/or damage or loss of the aircraft.

3.6.3 Priority During a Violation, Incident or Accident - During an incident/accident, efforts will be

focused on: Minimizing risk to life; Care for the injured; Protect property.

Notifications - The following notifications will be made as soon as practical:

 Contact emergency personnel (Fire Rescue) if necessary

 Once personnel and equipment are accounted for and the incident has been stabilized, notify

AT Corporate Headquarters immediate

 Notify FAA and /or National Transportation Safety Board as necessary

 Notify appropriate Law Enforcement (if appropriate)

3.6.4 Investigation - The initial investigation will be conducted by AT supervisory personnel. Followup investigation will be conducted by the appropriate agency or department.
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3.6.4.1 Information reported - To report an alleged violation, incident or accident use a letter or

memorandum format. When reporting an alleged violation, incident or accident as much information

as possible should be given, to include—

 Type and make of aircraft and/or UA.

 Tail number

 Name of the Team Leader

 Time and date the alleged violation occurred.

 Description of alleged violation, including—

o Specific reference to regulations violated.

o What happened?

o Where the alleged violation occurred.

 Name and phone number of the individual reporting the alleged violation, incident or accident

 Names, addresses, and phone numbers of additional witnesses, if any.

 Other pertinent information.

3.6.4.2 Privacy Concerns - Names of crew members involved in actual or alleged violations, incidents or accidents will be treated as restricted information and not be released to the public or any

agency outside the reporting organizations, except by proper authority. Any person receiving requests

for names of crew members of AT crew members should direct such inquiries to the President and

CEO.
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Section 4: Flight Training and Certification/Re-Certification

Only AT employees who have undergone and successfully completed a rigorous competency assessment evaluation will be selected to operate UAS. Operators must demonstrate not only a superior

knowledge of the technical issues associated with UAS systems, including the full range of the capabilities and limitations of the aircraft, but also must show sound piloting techniques and the ability to

navigate around structures. In order to retain their status, AT employees conducting UAS commercial

operations must enforce compliance with the company's policy of "working under the more stringent

rule.” In addition to their other qualifications, AT employees who operate the UAS will undergo an extensive program of hands on flight training in a simulated operational environment. This training will

allow these employees to gain experience with the specific flight characteristics of the UAS prior to

any actual commercial operations.

4.1 Crew Manning

Minimum crew for each operation will consist of the sUAS Pilot, visual observer and team leader supervising all operations.

The sUAS pilot will be Pilot in Command (PIC). The Pilot and Visual Observer will have been trained

in operation of UAS generally and will have received up-to-date information on the particular UAS to

be operated, as required in the Manual. The PIC will have logged a minimum of 200 flight cycles and

25 hours of total time on a UAS rotorcraft. The PIC will also have at least 10 hours logged as an operator on the UAS to be used for the mission.

The following requirements will apply to any commercial UAS operations conducted by AT:

 A pilot-in-command (PIC) will be designated at all times for each flight

 The PIC will hold, at a minimum, a Recreational or Sports Pilot Certificate and possess a valid 

U.S. driver’s license

 The PIC will be directly responsible for, and have final authority over the operation of the UAS

 The PIC will not perform concurrent duties as the visual observer

 The PIC will be qualified on the UAS – including a minimum of 200 flight cycles and 25 hours 

of total time

 The PIC will exercise control over the UAS as it will not maneuver autonomously.

Team Leader: The Team Leader officer will supervise all ground and air operations. During flight, the

team leader will ensure that the operations area remains secured and both PIC and observer are not

interrupted.

Pilot in Command (PIC): The PIC will be ultimately responsible for the flight operations and solely responsible for input of commands/piloting of the UAV during flight. The PIC will be responsible for all

actions regarding the UAV to include assembly, and launch preparations.

Visual Observer: The visual observer is responsible for GCS assembly, GCS Flight Preparation, GCS

Post Flight Procedures, and GCS Disassembly/ Storage. The observer will maintain a visual observation of the AV while it is in flight and alert the PIC of any conditions (obstructions, terrain, structures,
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air traffic, weather, etc.) which affect the safety of flight. Additionally, the observer will be responsiblefor all aviation related communications required by FARs. To accomplish this effectively, the observer

will be in close proximity to the PIC to ensure instant relaying of information. The observer will also

assist the Team Leader in completing his functions.

4.2 Flight Crew Training

4.2.1 Initial Training: Initial sUAS training will be accomplished by manufacturer personnel or AT Instructor Pilots (IP) who have completed a training course established for this purpose. The initial training course consists of Ground School and Crew Flight Training.

4.2.2 Ground School - Ground school is classroom based instruction, and will include the following

course subjects

Current FAA UAS guidelines - including: UAS principles; Federal Aviation Regulations; Guidance; Flying Displays; Mandatory occurrence reporting; Organization responsibilities, policies and

procedures; Documentation requirements; Accident, incident and investigation handling; terms and

terminology

Aircraft general knowledge

Flight Performance and operational planning

Human factors, performance and limitations - including; good airmanship; medical fitness;

ground crew management; air crew management; flight duration and workload; weather and human

performance

Meteorology

Navigation and Map interpretation

Operation Flight procedures

Communications

4.2.3 Crew Flight Training - this is a hands on based training exercise with the sUAS and will include an oral and practical exam of the following areas:

Aviation Law as applied to sUAS

R/C and other modes of operation

Flight preparation

Flight operations – including take-off and landing considerations, handling of the aircraft, precision inspection techniques

Emergency handling

Crew Management

Post flight checks

Flight documentation

4.3 Proficiency Training - All AT pilots will maintain currency in the sUAS in order to be readily available for assignment as a sUAS team member. Currency for sUAS operations will consist of three (3)

flight cycles, and five hours of flight time within the last 90 days prior to act as PIC. If an AT pilot is not

current, they must notify their immediate supervisor and will not be eligible to operate the UAV as PIC

(except for training purposes) until they regain currency.
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Section 5: sUAS Maintenance Procedures

The sUAS is nearly maintenance free, it performs automatic pre-flight checks and the failure of any

check will prevent take-off. Checks which cannot be done by the system will be performed by a qualified operator prior to each flight and following recovery.

5.1 Maintenance

5.1.1 Organizational Maintenance - AT crews will conduct only operator level maintenance, servicing, troubleshooting and repairs (replacing rotors and landing gear on the airframe and software updates and refreshing on the flight control systems). AT crew members will ensure that a tool kit and 

spare parts are available for deployment to allow for remedy of minor issues in the field (e.g. tightening loose screws, replacing antennas, changing pod straps, etc.). Operator maintenance is initiated 

by Pre-Flight and Post-Flight checklists, which include:

 Visual inspection of the airframe

 Visual inspection of the rotor integrity

 Check charge of all batteries (aerial vehicle, command station, and radio repeater station)

 Start up and software verification of the aircraft, RC controller and GCS

5.1.2 Higher Level Maintenance and Servicing - All other maintenance, servicing, and repairs of

the sUAS will be accomplished by Original Equipment Manufacturer (OEM) or in accordance with

OEM instructions or procedures. Employees, technicians and authorized subcontractors of the manufacturer, that they permit to service the sUAS, shall also be allowed to maintain service and repair the

sUAS as necessary while acting as agents for the manufacturer.

5.1.3 Maintenance Test Flight – A maintenance test flight, consisting of one complete flight cycle

and at least 20 minutes of controlled flight, will be performed after any serving or repair of any component of the UAS and annotated in the Aircraft Flight Log.

5.2 Reliability

The system is designed for maximum reliability and to maintain performance over its life. The only

components experiencing routine wear are rotors, batteries, motors, and landing legs. Battery and

motor conditions are monitored by the system with deviations reported to the operator.

Contact with other objects during flight may cause other components, particularly rotors, and motor

arms, to become damaged. Damaged components are likely to be detected during the full visual inspection of the airframe performed before and after each flight. Structural damage affecting flight

characteristics will be detected by on-board sensors.

The sUAS system detects numerous conditions which may make flying unsafe, such as reduced GPS 

accuracy, magnetic anomalies, low battery charge, battery cell imbalances, and temperature fluctuations. Automatic preflight checks prevent the sUAS from taking off if such conditions are present. If 

the condition is detected during flight, the system will trigger a Fatal Conditioned Response.
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5.3 Fault Tolerance

The key feature of the Unmanned Aerial Vehicle (UAV) fault tolerance is its mechanical simplicity. It

uses four fixed pitched rotors, each mounted on a separate motor. No control surfaces or other actuators are required for the UAV to fly. Any component failure detectable by the system will be reported

to the control station and will cause the UAV to perform a Fatal Condition Response (FCR) or NonFatal Conditioned Response (NFCR), depending on the type of failure.

5.4 Documentation

All maintenance actions, including inspections, preventative maintenance, alterations, repairs ad total

time of service, will be documented by appropriate personnel. Maintenance documentation will be

maintained until work is repeated, superseded by other work, or for one (1) year after work is performed. The maintenance logbook will be maintained on each aircraft and will include:

 Aircraft

 Aircraft Number

 Aircraft Serial Number

 Total time in Service

o Airframe

o Engine

o Rotor

o Handheld Remote

o Ground Control Station

 Date of Service

 Description of Work Performed

 Remarks

 Technician/Mechanic Name

 Inspector Name and Signature

A logbook wil lalso be kept on each aircraft and include the following information

 Aircraft

 Aircraft Number

 Aircraft Serial Number

 Flight Identification

 Date of Flight

 Time of flight

 PIC

 Purpose

 Remarks

An example of each log is contained in Appendix B: Example Aircraft Maintenance Log and Appendix

C: Example Aircraft Flight Log.
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Section 6: Flight Operations

6.1 Pre-Flight Operations

6.1.2 Flight Planning

6.1.2.1 Sterile Area Principle - AT flight operations will be based on the concept of creating a safe

and secured area of operations under control of the Pilot in Command (PIC). The sterile area is defined as the geographic confines of the flight operations, typically 500m from the PIC flight position

and no more than 400 ft AGL. AT must be able to control access to, and activities within, the sterile

area so that we can ensure the safety of all personnel, equipment and facilities. If, at any time, someone or something enters the sterile area not under control of the PIC, the aircraft system must be

flown at least 50 meters away from the person or equipment, unless it is uncooperative aircraft, in

which the sUAV will immediately land in timely manner, as dictated by safety considerations.

6.1.2.2 GPS Considerations for Planning - Always plan for having to fly without GPS. GPS is an

incredible enabler of sUAS flight operations, providing critical information to allow the UAV and GCS

to maintain superior flight and navigational control. Unfortunately the low altitude nature of sUAS

flights can increase some of the major challenges associated with using GPS. Accordingly - all flight

planning will include a detailed consideration of GPS issues - specifically Signal Reflection and Signal

Shadowing, and mitigation steps identified. In all cases, regardless of planning for GPS considerations, we will always plan flight operations anticipating that we will have to fly without GPS.

Signal Reflection - occurs in areas of high relief (urban areas, close to major structures, complex terrain and moist soils)

 Impacts to Flight Operations - Position Accuracy decreases, especially dangerous in narrow

street and canyons

 Mitigation: use pilot commanded flight, do not rely on way point navigation systems. Horizontal

and Vertical distance to obstacles never more than twice indicated accuracy

Signal Shadowing - close vicinity of high relief (tall buildings, canyon walls, forests)

 Impacts to Flight Operations - Decrease position accuracy until aircraft reaches higher altitude.

Could result in control deviations during take-off and landing

 Mitigation: ensure designated take-off and landing zones are positioned sufficient distance

away from areas of shadowing. Use a handheld GPS during site recon to ensure chosen location can support accuracy requirements for take-off and landing operations. Horizontal and vertical distance to obstacles should never more than twice the indicated accuracy

6.1.2.3 Site Survey – AT crew will conduct an assessment of the operating site and conditions, including:

 The type of airspace and specific provisions

 Other aircraft operations (local airports or operating areas)

 Hazards associated with industrial sites or such activities as traffic, gas venting, high-intensity

radio transmissions etc.

 Local laws and regulations

 Obstructions (wires, masts, buildings etc.)
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 Restricted areas (such as prohibited airspace around prisons, military installations etc.)

 Residential and recreational activities

 Public access areas

 Permission from land owners/authorities required

 Likely operating sites and alternatives

 Weather forecasts for planned flight period

6.1.2.4 Notifications and Permissions - During the mission planning process AT will gain permission and conduct notification of pending flight operations to the following agencies and individuals:

 Local

 State

 Federal

o NOTAM filed at least 72 hours prior to flight.

o At least three days before flight operations, AT will submit a plan of activities to the local

Flight Standards District Office (FSDO), and will include:

 Dates and Times of all flights

 Name and phone number of the operator of the UAS

 Name and phone number of the Team Leader

 Make, model, N-number, and serial number of the UAS to be used

 Name and certificate of the UAS PICs involved

 A statement that the operator has obtained permission from property owners

and/or local officials to conduct flight operations (complete list must be available

upon request)

 Signature of the AT executive responsible for flight operations

 Description of flight activities, including maps, diagrams, and altitudes essential

to conduct the mission

All required permission and permits will be obtained from territorial, state, county or city jurisdictions,

including local law enforcement, fire, or other appropriate governmental agencies. Written and/or oral

permission from the relevant property holders will be obtained and will be available upon request.

6.1.2.5 Communications – Visual Observer and Pilot will at all times be able to communicate by 

voice. The crew will have the ability to communicate with the local ATC and FDSO as required.

6.1.2.6 Risk Assessment Procedures - The prevention of accidents is based upon conscientious

application of methodology and techniques used to be cognizant of, or mitigate risk. Planners must

not only recognize hazards in the planning process but involve the entire team (flight crew and customer) to assist in the hazard identification and risk assessment roles throughout the execution phase

of operations. Risk assessments will consider the following issues:

 Weather conditions relative to the performance capability of the system

 Identification of normally anticipated failure modes (lost link, power plant failures, loss of control, etc) and consequences of the failures

 Crew fitness for flight operations (As discussed in Sections 3.4 and 3.5 of this manual)

 Overlying airspace, compliance with aviation regulations as appropriate to the operation, and

off-nominal procedures

 Communication, command, control, and payload frequency spectrum requirements
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 Reliability, performance, and airworthiness to established standards

There will be Post Flight Debriefings to allow the opportunity for the review of the actions taken and

learn from the experiences. AT will document the findings and incorporate them in future flight operations and training as required.

6.1.2.7 Documentation – Prior to conducting flight operations the Team Leader will ensure that the

following documentation is on hand:

o This manual

o UAS Operators Manual

o Copy of Flight Plan submitted to local FDSO

o Copy of approvals – property owners/authorities, permission to collect data from authorized persons in sterile areas

o Copy of FAA exemption

o Copy of FAA certificate of registration (AC-8050)

o PIC Pilot Certificate

6.1.3 Pre-flight Briefings - A briefing will be conducted in regard to the planned sUAS operations

prior to each day’s activities to ensure there is a collective understand of the flight mission and objectives. It will be mandatory that all personnel who will be performing duties within the boundaries of the

sterile area be present for this briefing. The briefing will include:

 Orientation to the Flight Operations Area and key features - PIC location, take-off and landing

zones, review of obstacles and known hazards

 Orientation to the sUAS and capabilities

 Review of Flight Plan, including any special considerations or requirements

 Review of communications procedures

 Cordon procedures to secure sterile area

 Review weather conditions and impacts on flight plan

 Discuss how to handle and emergencies if they should arise

6.1.4 Pre-Flight Checks

Prior to flight - ensure controlled access is established in the “sterile area”

 Check weather conditions (ceiling, precipitation, icing conditions, and wind speed) to ensure it

supports flight operations

 All personnel accounted for and notified of pending flight operations - ensure a minimum of

10m stand-off between platform and any obstacles/personnel on take off

 Take-Off and Landing zone is designated and clearly marked, and not near any metal or magnetic material

 Communications check with visual observer and team leader

 Double check flight planning and ensure there is enough charge to support the flight, including

safe return (nominal 45 minute flight, with at least 25% battery power remaining)
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PIC will ensure that all pre-flight checks are conducted in the same environment as flight operations

(not indoors or vehicle). The aircraft must be at ambient temperature before take-off - a difference between ambient temperature and of sensors/components may cause serious issues, including system

failures and communications problems.

Check flight-batteries

 Charge batteries fully before flight

 Conduct single cell test on each cell to check entire voltage

 Inspect battery for visible damage

 Ensure the connectors are firmly attached and functional

 Check the main power cable and connectors

Check the battery of the RC-Transmitter

 Charge the RC-transmitter battery fully before flight

 Inspect the battery for visible damage

 Check the cable connection between the battery and the RC-transmitter

Check the Ground Control Station (GCS)

 Charge GCS battery fully before flight

 Check the USB-cable-connections of the GCS

 Ensure that the mission planning and piloting software starts up correctly

Check the flight controller SD-card

 Ensure it only contains the flight information for the current mission

 Check the contacts of the SD-Card

 Ensure the SD-Card slides into the slot tightly and smoothly

Check the payload

 Check that recording device, if required is present (SD-Card, etc)

 Check the battery of payload

 Check settings of the payload - resolution, frame rate, etc.

Check the settings of the flight controller system

 Safe flight altitude - 400 ft preset

 Establish designated take-off/landing zone as 0 feet AGL

 Homing functions as required based on flight planning

 Speed is appropriate for mission, payload, and conditions

 Payload settings as requested

 Ensure waypoint navigation, if used, was uploaded successfully

Inspect the Airframe

 Check that arms are unfolded and safely locked into flight position

 Inspect all parts of the drone for visible damage

 Make sure that the landing gear has no foreign objects or debris (FOD) on the surface
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Secure and Inspect Payload

 Secure payload connections firmly and correctly

 Inspect all cable connections for damages and proper attachment

 Switch the payload “on” and check that it is functioning properly

 DOUBL-ECHECK that payload is secured properly to the airframe

Final Pre-Flight Procedures

 Ensure that batteries are firmly secured in the battery well and connected into the airframe

safely and securely

 Check power cable, connections and plugs for damages

 Check connection of GPS receiver cable for damages and securely connected

 DOUBLE-CHECK power cable for damage and ensure it is secured properly

 DOUBLE-CHECK GPS receiver cable is connected and secured properly

 Close GPS top cover and close safely

 DOUBLE-CHECK GPS top cover to ensure it is closed and secured

 Check all antennas of the aircraft and subsystems to ensure they are connected securely and

functioning properly

6.2 Flight Operations

6.2.1 Ready for Take-off

 Ensure take-off and landing areas are clear and free of obstacles

 Ensure aircraft has acclimatized to ambient temperature

 Ensure Rc-transmitter is “on” and functioning

o E and F sliders in down position - 0

o Select appropriate flight control

o Ensure trimming indicators are in neutral

 Ensure GCS are “on” and working properly

 Check to make sure GCS antenna is facing the flight course and working properly

 Check if the battery is installed in the GCS or connected to functioning external power source

 Check if the USB-cable for telemetry stream is connected and functioning properly

 Check if the USB-cable for the video stream is connected properly

 Start flight control software on the flight computer and ensure it is working properly

 Confirm wind direction and wind speed

 Confirm control of the airspace/sterile area of operations

 DOUBLE-CHECK Communications between Pilot, Visual Observer and Team Leader

 Power-up aircraft

6.2.2 Take-off Procedures

 Check for any error-diagnosis-messages

 Ensure activation of functions within flight control software work properly (video stream, battery

state indicator, etc)

 DOUBLE-CHECK take-off and landing zone is clear
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 Ensure no personnel or obstacles are within 10m of the aircraft

 Check telemetry (number of satellites, signal strength, accuracy reading) data for properly

working GPS. Accuracy reading must by less than or equal to 3m for flight operations

 Check flight battery voltage is current and accurate

 Check airspace for safe flight clearance for take-off

 Boost altitude slider to check all motors to ensure smooth operation and no faults

 Check pitch and yaw by moving sliders in different directions (back, forward, left, right)

 Check the flight battery voltage for no unusual drops

 Check for any strong vibrations or instability

 DOUBLE-CHECK airspace - is it still safe and ready for flight

 Take-off at maximum power to ascend quickly and straight up

 Ensure aircraft is in a stable flying attitude before applying directional throttle

 Listen for any unexpected noises

 Check for any abnormalities in flight performance

o Check Altitude stability

o Check position hold accuracy

o Check the yaw axis through a a full 360 degree turn, stopping at 45 degree increments

o Check telemetry to GCS

o Check battery voltage for accuracy

o Check the GPS signal quality for accuracy

6.2.3 Guidelines for Flight Operations

 Flights will be operated within line-of-sight of a pilot and/or visual observer during daylight

hours.

 Maximum total flight time for each operational flight will be 45 minutes. Flights will be terminated at 25% battery power reserve should that occur prior to the 45 minute limit.

 Flights will be operated at an altitude of no more than 400ft above ground level.

 The UAV will not be operated over any person, except authorized and consenting personnel

 The flight must be aborted in the event of any unpredicted obstacle or emergency

 If the sUAS loses communications or loses its GPS signal, the sUAS is equipped with advanced safety features that will allow the attempt to re-establish contact with the GCS (hover in

place), and after 3 minutes the sUAS will automatically return to a pre-determined location.

 The PIC will have the capability to abort a flight in case of unpredicted obstacles or emergencies.

 No night operations

 No operation of the UAS from a moving device or vehicle

 No flight operations in Class B, C, or D airspace without written approval from the FAA

 No flight operations within 5 nautical miles from non-towered airports unless a letter of agreement has been signed with the operating authorities and NOTAM is filed no less than 72 hours

prior to flight operations

6.2.4 Landing Procedures

 PIC or Visual Observer will verify that landing zone is clear
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 All personnel in the Sterile Area notified that aircraft will be landing

 Never come down with maximum speed in a straight line. Come down smoothly and let the

system rest in hover for a few seconds in case of turbulences.

 Avoid linear descent - fly in diagonal or helix patterns

 Approach carefully to the ground – remember ground effect and go over that point as soon as

possible.

 Power throttle downward 100% a few centimeters above the ground and keep throttle in this

position

 Keep power throttle down and pull down the F-slider in the moment the landing gear

touched the ground

 Wait until all motors completely stop

6.3 Recovery

Recovery operations include UAS post-flight maintenance and disassembly, documentation of flights,

and post flight debriefing conducted by the Team Leader

6.3.1 Post-Flight Checks

 Once a safe landing is completed and rotors and motors have completely stopped, disconnect

the aircraft battery systems

 Conduct visual inspection of the airframe - look for visible cracks and structurally sound. Check 

Top-Cover and Arm-Locks for proper and solid fit and locking.

 Conduct visual inspection of the rotors - looking for cracks, breaks, structural integrity, and secured properly

 Check charge of all batteries (aerial vehicle, command station, and radio repeater station) and 

begin recharging procedures as required

 Disassemble and store UAS components

6.3.2 Logging flying time - An entry will be made in the Aviator’s Flight Record, maintained at AT

corporate headquarters by the Director of UAS Services, for each flight or simulated flight by all pilots,

visual observers and team leaders indicating duties performed, mission, and flight condition. When

recording flight time, use the following symbols:

Duty. Use the following symbols to record flight time in the UAS. A crew member may not perform

crew duties at multiple stations simultaneously. Crew members of UASs instructing or evaluating from

a non-crew member station will use the symbol for the duty being performed. The IP/IO will be used

to designate the commander of the aircraft.

TL: Team Leader

PIC: Pilot In Command

VO: Visual Observer

IP: instructor pilot

IO: Instructor Observer.

Mission. Use the following symbols to record flight time when performing duties specified by the

symbol:
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A: acceptance test flight

F: maintenance test flight

S: service missions

T: training flight for individual qualification, refresher, mission, or continuation

Flight conditions.

D: day (between the hours of official sunrise and sunset).

S: simulator flight (flights conducted in an approved UAS synthetic flight training simulator).

6.3.3 Post Flight Debriefing

 Review intended flight operations plan

 Discuss execution of flight plan, focusing on what was done correctly, as well as what changes

or deviations had to be made. Highlight areas that went well and what needs improvement

 Team Leader documents debriefing and files after action report with Director of UAS Services

6.4 Emergency Procedures and System Failures - The sUAS has extensive failure detection and

handling capabilities. All failures are deeded to be either fatal or nonfatal. Failures classified as fatal

result in a Fatal Condition Response (FCR) and failures classified as nonfatal result in a Non-Fatal

Condition Response (NFCR).

Sensor Failure – Failure of onboard flight instruments/sensors will degrade the UAV performance and

will result in either a FCR or a NFCR, depending on their severity. If the UAV becomes unstable due

to sensor failure, it will stop all four motors and free fall to avoid a fly away condition.

Motor Failure – The UAV flight performance will degrade significantly if one or more motors fails. Airframe Failure – If airframe is damaged in ways that impacts flight characteristics, the UAS will behave

similar to if an onboard flight instrument failed.

Navigation System Failure – In a navigation system failure, degraded GPS will result in FCR or NFCR

‘s depending on failures. Power Failure – A complete battery failure which results in power loss to the

UAV will result in degraded flight performance.

Low Battery Condition – Operator will be alerted of a low battery condition and will land the aircraft as

soon as able.

Line of Sight Loss – All flight operations will be conducted with the UAV within visual sight of the pilot.

If the pilot’s view becomes obstructed and line of sight is lost, the pilot may instruct the UAV to hover

in place until line of sight is reestablished, to return to the takeoff position, or to land at the current position.
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Section 7: Privacy

Asymmetric Technologies is committed to operating our UAS in a professional and respectful manner. As such, we voluntarily subscribe to the Association of Unmanned Vehicles International’s 

(AUVSI) Code of Conduct (http://www.auvsi.org/conduct), including specifically the commitments to 

Respect:

 We will respect the right of other users of the airspace

 We will respect the privacy of individuals

 We will respect the concerns of the public as they relate to unmanned aircraft operations

The U.S. Supreme Court has held that “‘[a] person traveling in an automobile on public thoroughfares 

has no reasonable expectation of privacy . . . .’” Therefore, AT’s infrastructure flight missions does 

not pose a privacy threat to motorists traveling on the roadway inadvertently captured on video because they have no reasonable expectation of privacy. However, to further protect individuals who 

have had their image captured during an inspection, AT proposes the following actions to ensure professional and respectful collection of data:

 No AT flight will have as its mission intentionally collecting the personal information of individuals in the general public where they have and expectation of privacy to include imagery, 

phone, wireless or other electronic emissions that might contain personal information

 AT will make public all flights and notify the general public impacted, including the use of Notice to Airmen and coordination with property owners/authorities

 AT will conduct flight planning to ensure minimizing the data collected, and reducing the likelihood of collecting personal information

 AT will review the data collected for unintentional collection – no personal information collected 

or permissions of the persons in question to retain personal data where there is a reasonable 

expectation of privacy

 Data collected by the UAS is stored both on a memory device on the UA (SD Card) and on the 

Ground Control station. The data recorded on the SD card will be downloaded and then erased 

from the card prior to every mission.

 AT will review the gathered data on the SD Card and GCS, and while processing the data for 

deliverables (typically limited to specific images of infrastructure) AT will sanitize the likenesses 

of individuals and personal information (such as license plates) from the final product provided 

to the customer

 Data collected is the property of the customer commissioning the flight and will not be transmitted outside AT and its customers

The AT privacy policy in regards to UAS operations will be reviewed on an annual basis to verify compliance with existing laws and regulations
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Appendix A: Risk Management Tool

Yes N o Control Remarks

Crew must re-certify or new air crew must be 

designated.

Crew must re-certify or new air crew must be 

designated.

Pilot must certify with at least 3 take-offs and 

landings of UAS prior to operation.

Conduct safety brief with air crew prior to UAS 

operations.

Ensure crew rest is implemented IAW Sect 3-5.

Potential for catastrophic severity value. 

Affected crew members must be replaced.

Potential for catastrophic severity value. 

Affected crew members must be replaced.

Re-designate air crew members as necessary.

Ensure PPE including hard-hats or reflective 

markings are worn as necessary.

Re-designate air crew members as necessary.

Re-designate air crew members as necessary.

Potential for catastrophic severity value. UAS 

must be replaced or serviced prior to operation.

Ensure operational test-flight is conducted prior 

to UAS operational mission.

Ensure maintenance log is current, co-located 

with UAS, and accessible to the PIC.

UAS must be landed before reaching 25% 

battery life.

Potential for catastrophic severity value. Local 

air-traffic authority must be notified of UAS 

operations.

Potential for catastrophic severity value. COA 

must be published and activated prior to UAS 

operation.

Potential for catastrophic severity value. NOTAM 

must be submitted and approved prior to UAS 

operation.

Potential for catastrophic severity value. Airroute must be cleared for UAS traffic.

Potential for catastrophic severity value. Airroute must be cleared for UAS traffic.

PIC and air crew must familiarize themselves 

with local terrain either by visual or map 

reconnaissance.

Private property and non-participating personnel 

must remain 500 feet from affected area unless 

permissions are obtained for UAS traffic.

Clear landing zone of obstructions as needed.

Check flight conditions prior to, and during UAS 

operations to mitigate unexpected weather 

concerns which could hinder UAS operations.

Risk Management Tool - To be used with Risk Control Worksheet in order to implement safety controls.

Is the air crew current in category and class?

Is the air crew current in UAS make and model?

Has air crew undergone training and /or recertified in last 

90 days on UAS flight operations to include emergency 

flight maneuvers?

Is the crew properly rested for daily operations?

Air Crew Management

Is the weather forecast favorable to UAS flight operations 

including current wind-speed and proximity to clouds ?

UAS Condition

Flight Conditions and Control Measures

Will you be flying above 400 feet AGL?

Are you familiar with the flight operations area and local 

terrain?

Has air-traffic authority been notified of today's operation?

Has UAS flight Certificate of Authorization (COA) been 

published and activated?

Will you be flying within 5 nautical miles of active airport or 

runway?

Have you determined UAS to be currently airworthy?

Has the UAS flown since last maintenance or repair?

Is the UAS maintenance log current?

Are UAS batteries fully charged and functioning?

Has a Notice To Airman (NOTAM) for the operational area 

been submitted and approved within 48 to 72 hours of 

UAS operation?

If needed, are barrier control measures emplaced to 

ensure stand-off distance between UAS operations and 

private property and / or non-participating personnel?

Is the air-crew and participating personnel aware of 

procedures for alert of potential hazards as well as followon reporting criteria?

Is the air-crew in sufficient work attire to include personal 

protective equipment (PPE) if needed? 

Is take-off and landing area free of obstacles and 

obstructions?

Has air crew consumed alcoholic beverages within last 8 

hours?

Has the crew properly compartmentalized any non-flying 

concerns?

Is crew properly focused on UAS operation and free from 

distractions?

Is any crew member under any duress or undue stress that 

could impact air crew duties?

Is any air crew member under the influence of prescribed 

or un-prescribed medications which could impair 

judgement, reflexes, or duty efficiency?
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Appendix A1: Risk Management Worksheet

Company Conducting Flight Operations: Prepared by: Date & time prepared: (Company Name) (Pilot Name)

Identified Hazards Initial Risk Level Controls Implemented Residual Risk Level Safety Officer Initials

Risk Management Worksheet

Mission / Task:

Date & time of operation start:Date & time of operation end:

Risk Analysis Guidance (if any): Risk Decision Authority

(Signature & Date)(Name and Position)

Overall risk level after controls are implemented:
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Appendix B: Example Aircraft Maintenance Log

Aircraft

Aircraft N-Number

Aircraft Serial Number

Date Total time in Service Description Remarks Technician

Airframe Engine Rotor RC GCS
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Appendix C: Example Aircraft Flight Log

Date Flight Name (Job) Flight Type

Flight 

Conditions

Pilot In Command 

(PIC)

Start 

Time

End 

Time

Duration 

(minutes)

Cumulative Flight Time 

(min)

Cumulative Flight 

Time to Date (hrs / 

min)

PIC 

Initials

Remarks (Indicate significant weather 

conditions, incidents, equipment malfunction 

ect.)

Drone Type and Model: Quad-Copter, *Microdrones, Model:Drone Serial #: Last of Last Service or Inspection: 
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Columbus, OH 43212

Appendix D: Example Crewmember Log

Date Flight Name (Job) From (Location) To (Location) Flight Type Start Time End Time

Duration 

(minutes)

Cumulative Flight Time 

(hrs)

A/C Takeoffs

A/C 

Landings Duty

PIC 

Initials

Remarks (Indicate significant weather 

conditions, incidents, equipment malfunction 

ect.)

Name: Drone Type and Model: Quad-Copter, *Microdrones, MD-1000