Explosives Risk Managers LLC Page 1

ERM LLC Unmanned Aerial Systems SOP V1.0 January 26, 2015

Standard Operating Procedures:

Unmanned Aircraft Systems Used

for Blasting Safety and Security

by
Explosives Risk Managers LLC Page 2

ERM LLC Unmanned Aerial Systems SOP V1.0 January 26, 2015

Contents

Executive Summary.......................................................................................................................................3

Definitions.....................................................................................................................................................4

General Requirements..................................................................................................................................6

Description of Unmanned Aircraft System (UAS).........................................................................................7

Unmanned Aircraft Pilot-in-Command (PIC) ................................................................................................8

Operation of the Unmanned Aircraft ...........................................................................................................9

Risk Analyses...............................................................................................................................................12

Appendix A – Open Pilot Pre-Flight Checklist .............................................................................................13

Appendix B – UA Maintenance Log.............................................................................................................14

Appendix C – UA Flight Log.........................................................................................................................15
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ERM LLC Unmanned Aerial Systems SOP V1.0 January 26, 2015

Executive Summary

Explosives Risk Managers LLC (ERM) operates unmanned aircraft systems (UAS) to provide for 

safety and security of blasting activities using explosives in mining and construction. These 

operations are conducted in strict compliance with the requirements of the Federal Aviation 

Administration (FAA) and all other authorities having jurisdiction (AHJ). 

Procedures are described in this SOP to safely conduct operations in a manner to minimize risk 

to the national air space (NAS) or to persons and property on the ground. The pre-flight 

procedures include but are not limited to pre-flight inspections, maintenance, and repair to 

ensure that the UAS is in a condition for safe flight. A risk assessment and following flight 

operation procedures addressing these risks is required.

The type of UAS used by ERM (DJI Phantom II Vision+), and qualifications for ERM operators of 

UAS are described.
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ERM LLC Unmanned Aerial Systems SOP V1.0 January 26, 2015

Definitions

Aircraft: any contrivance invented, used, or designed to navigate, or fly in, the air (Title 49,

United States Code (49 USC) § 40102).

Blast Area: the area in which concussion (shock wave), flying material, or gases from an 

explosion can cause injury to persons.

Blast Site: the area where explosive material is handled during loading of the borehole, 

including 15.2 meters (m) (50 feet) in all directions from the perimeter formed by loaded holes.

Blaster-in-Charge (BIC): a person qualified to be in charge of and responsible for the loading 

and firing of a blast.

Explosive: any chemical compound, mixture, or device, the primary or common purpose of 

which is to function by explosion.

National Airspace System (NAS): the common network of U.S. airspace; air navigation facilities, 

equipment and services, airports or landing areas; aeronautical charts, information and 

services; rules, regulations and procedures, technical information, and manpower and material.

Operational Control: with respect to a flight, means the exercise of authority over initiating, 

conducting or terminating a flight (14 CFR § 1.1).

Pilot in Command (PIC): the person who has final authority and responsibility for the operation 

and safety of the flight; has been designated as PIC before or during the flight; and holds the 

appropriate category class and type-rating, if appropriate, for the conduct of the flight (14 CFR 

§ 1.1).

Unmanned aircraft (UA): any aircraft that is operated without the possibility of direct human 

intervention from within or on the aircraft (P.L. 112-95, Section 331).

Unmanned Aircraft System (UAS): an unmanned aircraft and associated elements, including 

communication links and the components that control the unmanned aircraft, that are required 

for the pilot in command to operate safely and efficiently in the national airspace system (P.L. 

112-95, Section 331).

UAS Certificate of Waiver or Authorization (COA): an authorization issued by the Air Traffic 

Organization to an operator for a specific unmanned aircraft activity.

Visual Line of Sight (VLOS): unaided (corrective lenses and/or sunglasses excepted) visual

contact between a pilot in command and an unmanned aircraft sufficient to maintain safe
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ERM LLC Unmanned Aerial Systems SOP V1.0 January 26, 2015

operational control of the aircraft, know its location, and be able to scan the airspace in which it 

is operating to see and avoid other air traffic or objects aloft or on the ground.
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ERM LLC Unmanned Aerial Systems SOP V1.0 January 26, 2015

General Requirements

1. The safety of individuals on the ground and any other aircraft in the NAS is the primary 

objective and first concern of any ERM UAS flight operation.

2. This document, the UAS user’s manual and regulatory exemptions will be in the 

possession of the Pilot-in-Command (PIC) during UAS operations.

3. This document will be reviewed by the Principal of ERM annually and whenever the UAS 

manufacturer or FAA issues applicable new information. 

4. Based on the reviews above, this document will be revised by the Principal of ERM 

accordingly.

5. Any changes to this document, the UAS user’s manual or applicable regulatory 

requirements will be communicated immediately to ERM PIC.

6. ERM will hold a monthly safety meeting organized by the Principal. Attendance is 

mandatory for all ERM PIC. 

7. UAS flight operations will be conducted in accordance with all federal, state and local 

regulations; applicable industry standards and the UAS manufacturer’s 

recommendations.
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ERM LLC Unmanned Aerial Systems SOP V1.0 January 26, 2015

Description of Unmanned Aircraft System (UAS)

ERM will use the DJI Phantom II Vision plus UAS (Phantom). The Phantom users’ manual 

contains a description of all design and operational characteristics for the Phantom.

ERM will operate the Phantom according to recommendations in the most recent Phantom 

manual. This includes procedures for pre-flight inspections, maintenance, and repair, to ensure 

that the UAS is in a condition for safe flight.

Figure 1. DJI Phantom II Vision plus UAS.

The Phantom users’ manual describes the Radio Frequency (RF) spectrum used for control of 

the UAS and associated equipment that is part of the UAS (i.e., sensors, cameras, etc.). The 

Phantom will be operated in compliance with Federal Communications Commission (FCC) and

other appropriate government oversight agency requirements.

ERM UA will be identified by serial number, registered in accordance with 14 CFR part 47, and 

have identification (N-Number) markings in accordance with 14 CFR part 45, Subpart C. 

Markings will be as large as practicable.
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ERM LLC Unmanned Aerial Systems SOP V1.0 January 26, 2015

Unmanned Aircraft Pilot-in-Command (PIC)

The following qualification requirements must be met for any ERM PIC operating a UAS:

1. Possession of a pilot certificate.

2. Training and practical experience consisting of:

a. a DJI New Pilot training course or the equivalent and 20 hours of documented 

safe flight time with the type of UAS operated by ERM, 

b. 40 hours of documented safe flight time with the type of UAS operated by ERM, 

or

c. 80 hours of documented safe flight time with a UAS other than the type of UAS 

operated by ERM and 20 hours documented safe flight time with the type of UAS 

operated by ERM.

1

3. Knowledge of applicable federal, state and local regulations; this document, industry 

standards and the UAS manufacturer’s recommendations.

4. Possession of a valid third-class airman medical certificate. 

Whenever the ERM PIC does not have a Visual Line of Sight (VLOS) to the UAS, a visual observer 

(VO) will be used. The VO will have a direct means of verbal communication with the PIC and 

will provide relative flight safety information to the PIC. Before flight, the PIC will instruct the 

VO on where to be positioned safely and what to look for.

The following qualification requirements must be met for any VO before assisting an ERM PIC to

maintain VLOS:

1. Knowledge of potential general hazards to individuals on the ground and the NAS from 

the planned UAS operations.

2. Familiarity with the site-specific hazards to individuals on the ground and the NAS from 

the planned UAS operations.

3. At least 4 hours observing UAS operations.2

4. Possession of a government issued driver’s license and use of corrective vision if 

required by the license.

5. Must not be disqualified for possessing explosives by any of the prohibitions listed in the 

Federal Explosives Law.3

 1 The PIC must demonstrate the ability to safely operate the UAS in a manner consistent with how the UAS will be 

operated, including evasive and emergency maneuvers and maintaining appropriate distances from persons, 

vessels, vehicles and structures. PIC qualification flight hours must be logged in a manner consistent with 14 CFR § 

61.51(b).

2 VO qualification hours must be logged in a manner consistent with 14 CFR § 61.51(b). 3 Title 18 U.S. Code, Chapter 40 § 842(i).
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Operation of the Unmanned Aircraft

ERM will operate UAS to provide enhanced safety and security for blasting operations using 

explosives in four major phases. Use of UAS in a manner other than described below is not 

permitted.

The first phase is in blast design, planning and analysis. ERM will obtain images of areas where 

blasting will be or has been conducted using UAS. These images will be used with 

photogrammetric methods and other technology to develop 3-D models of the area to be 

blasted and the planned or actual boreholes loaded with explosives. This can identify zones of 

weakness or over confinement that can result in flyrock, damaging air overpressure and other 

harmful effects from the blast. Knowing these potential hazards, the operator can make 

adjustments to the blast design and loading. Imaging will also be used to inspect high walls and 

other areas for potential instability and ensure the workplace is safe. After the blast, images 

can provide feedback to mine engineers on how the blast performed, how much broken rock 

was created and how to plan the next blast for optimal results. Current methods are time 

consuming, involve costly surveying equipment and expose individuals to environmental 

hazards during data collection.

The second phase is in providing blast area security. Before the blast, regulations require that 

the BIC ensure that the blast area is clear and all personnel are in a safe location. The BIC must 

also be in a safe location to fire the blast and often has limited view of the blast area and all 

pathways to it. Many accidents have occurred because the BIC was unable to detect a person 

in the blast area before the shot was fired. ERM will use UAS to help the BIC ensure the blast 

area is clear before firing the shot by providing a better first person view than otherwise 

possible.

The third phase will be in providing information on the blast performance by filming shots with 

a UAS. By filming a blast, the operator and BIC can analyze how the blast performed and make 

adjustments to the next blast to increase safety or productivity. Filming the blast is standard 

practice for many blasting operations. Currently, site conditions mandate the location of 

ground based cameras which may provide less-than-optimal footage and expose cameramen to 

environmental hazards. ERM will position a camera in the most optimal position for obtaining 

the optimal location to film a blast without placing anyone at risk.

The final phase is in post-blast inspection. After a blast, regulations require that the BIC ensure 

that the blast site is safe for personnel and equipment to return to. Currently, the only way for 

the BIC to determine if the blast site is safe to return to is to expose herself to the potential 

hazard(s) by personal inspection. ERM will use the first person view of the UAS to allow the BIC 

to inspect the blast site from a safe location after the blast.
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ERM LLC Unmanned Aerial Systems SOP V1.0 January 26, 2015

ERM will operate UAS under the following conditions:

General

1. The UAS will be operated in a manner that places the safety of individuals on the ground 

and other aircraft in the NAS above all other priorities and objectives.

2. The operational borders of the UAS will be limited to the property under control of the 

mining, construction or other company for which blasting is being performed.

Operational borders may be extended to neighboring properties with written consent.

3. UAS will be operated on mining or construction sites in remote areas and away from 

populated or congested areas. 

4. The UAS will not be operated by the PIC from any moving device or vehicle.

5. UAS will be operated in compliance with the Institute of Makers of Explosives’ SLP 20: 

Safety Guide for the Prevention of Radio Frequency Radiation Hazards in the Use of 

Commercial Electric Detonators (Blasting Caps) and all federal, state and local 

requirements. 

6. A Certificate of Waiver or Authorization (COA) from the FAA Air Traffic Organization 

prior must be obtained before conducting operation(s) in the NAS.

7. Any incident, accident, or flight operation that transgresses the lateral or vertical 

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

to the FAA's UAS Integration Office (AFS-80) within 24 hours. Accidents must be 

reported to the National Transportation Safety Board (NTSB) per instructions contained 

on the NTSB Web site: www.ntsb.gov.

Protection of People and Property on the Ground

8. A safety meeting will be conducted by the PIC with on-site personnel prior to flight. 

Attendance is mandatory for any VO or BIC involved in flight operations.

9. All exposed personnel on site will wear hard hats and other appropriate personnel 

protective equipment during UA flight operations.

10. All persons not essential to flight operations (nonparticipating persons) must remain at 

appropriate safe distances or under protective cover. In open areas, this requires the UA 

to remain 500 feet from all unprotected persons other than essential flight personnel 

(i.e. PIC, VO, operator trainees or essential persons).

11. If nonparticipating persons leave such protection and are within 500 feet of the UA,

flight operations will cease immediately. 

12. Operations may be conducted closer than 500 feet to vessels, vehicles and structures 

when the owner/controller of any such vessels, vehicles or structures grants permission 

for the operation and the PIC makes a safety assessment of the risk of operating closer 

to those objects and determines that it does not present an undue hazard.
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13. A quantitative risk analyses (QRA) will be conducted if explosives will be within the 

borders defined for the flight. UAS operations will be conducted only if risks are below 

tolerable levels.

14. The PIC will not begin a flight unless (considering wind and forecast weather conditions) 

there is enough power to fly to the intended landing point at normal cruising speed and 

land the UA with 30% battery power remaining.

15. The UA cannot carry explosive materials or flammable liquid fuels.

Protection of the NAS

16. If another aircraft appears below 1,000 feet to the PIC or VO, the ERM UA will yield the 

right of way and return to the ground immediately.

17. UAS will be operated at speeds of less than 35 miles per hour (30 knots) and below 400 

feet above ground level (AGL) in class E and G airspace between the hours of sunrise 

and sunset. 

18. UAS will not be operated in severe weather such as sustained winds over 50 miles per 

hour, thunderstorms or precipitation. 

19. The UA will not be operated less than 500 feet below or less than 2,000 feet horizontally 

from a cloud or when visibility is less than 3 statute miles from the PIC.

20. UAS will not be used in within 5 miles of any airport without written consent of the 

airport authority. 

21. UAS will be operated only when the PIC or VO have a VLOS to the UAS. In the event of 

loss of VLOS during flight, the UAS will be forced into “Failsafe mode” by powering off 

the remote control.

22. The PIC and VO, if used to maintain VLOS with the UA, must have the ability to 

communicate verbally.

Pre-Flight Checks, Maintenance and Recordkeeping

23. A preflight risk assessment shall be conducted by the PIC. This includes identification of 

site-specific hazards and completion of the Open Pilot preflight checklist shown in 

Appendix A.

24. Any maintenance performed on a UA will be recorded on the UA Maintenance Log as 

shown in Appendix B.

25. Any UAS that has undergone maintenance or alterations that affect the UAS operation 

or flight characteristics (replacement of a flight critical component), must undergo a 

functional test flight. The PIC who conducts the functional test flight must make an entry 

in the aircraft flight log shown in Appendix C.

26. UA flight time will be recorded on the form shown in Appendix C for every flight.
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Risk Analyses

If explosive materials are present within the boundaries of a planned flight, ERM will conduct a 

quantitative risk analyses (QRA) of the potential impact of UAS operations to the explosives. 

The QRA will consider three potential scenarios of UAS operations causing an explosives event.

1. A UA falls from the sky, reaches terminal velocity and strikes the explosives causing 

initiation.

2. Fire caused by a UA crash in the immediate vicinity of the explosives reaches the 

explosives and causes detonation. 

3. A radio frequency hazard from the UAS causes initiation of an electro-explosive device.

The QRA will take into account the probability of an explosives event, the exposure of people to 

the event, and the hazardous consequences of an event. The consequences considered will 

include the hazards caused by primary debris, secondary debris, crater ejecta, displacement

from air overpressure, structural collapse from air overpressure and a fireball. The type of 

explosive and structure housing the explosives and the people, if any, will be considered.

ERM will use standard techniques including the latest version of the QRA tool IMESAFR or an 

equivalent to determine the highest individual annual probability of fatality [P(f)] and the 

annual probability of fatality for all individuals combined [E(f)] from a UAS-caused explosives 

event. UAS operations will only be conducted if the highest P(f) is below 1e-6 and the E(f) is 

below 1e-5.

If risk reductions are necessary to reach tolerable levels of risk, ERM will use methods such as 

keeping the UA at least 500 feet from the explosives, reducing the amount of flight time 

conducted, reducing the exposure of people, placing people in protective structures, reducing 

the quantity of explosives, relocating the explosives, changing the explosive type, placing the 

explosives in protective structures or other means.
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Appendix A – Open Pilot Pre-Flight Checklist
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Appendix B – UA Maintenance Log

UA Serial Number _____________________

Date Person Type of Maintenance Performed
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ERM LLC Unmanned Aerial Systems SOP V1.0 January 26, 2015

Appendix C – UA Flight Log

UA Serial Number _____________________

Date PIC Signature

Start of 

Flight 

Time

End of 

Flight 

Time

Total 

Flight 

Time

Cumulative 

Flight Time Remarks