21 APPENDIX C

D’Avion LLC Standing Operation, Maint enance Procedures and Guidelines

SIGNATURE SHEET

All D’Avion LLC personnel employ ed or contracted by this organiz ation must sign this sheet as

evidence of having read, understood and agreed to apply the procedures and data contained in this

Standing O peration, Maintenance Procedures and Guidelines Manual.

If this manual is reissued or revised they must resign, acknowledging review of the revision.

This document shall provide best practices and internal procedures for the safe operation of UAS i n

all of the environments it may be asked to participate in at an D’Avion LLC job site or event. Whil e

it is difficult to make a one

- size fits all document for the many different types of locations we have

flown in this should be considered the guideline t o go to. Further, not all of these instructions will

apply to all situations, use your best judgment and err to the side of safety.

Personnel qualifications :

Pilot in Command (PIC)

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

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

Controls although they may both be interchangeable in most circumstances. The PIC shall have the

minimum qualifications;

1. Knowl edge of general aviation practices

2. A minimum of a 3 rd Class Medical Cert. or a Drivers License.

3. Familiarity and operations of their own aircraft to include;

a. The operator should have sufficient flights to be familiar of all flight characteristics

b. Familiar with the latest revision of ground control software

c. Emergency recovery procedures in failed link situations22 4. Familiar with mission planning and preflight procedures

5. Versed in emergency procedures and contingency operations

6. Familiar with acceptable field repair and maintenance procedures

Pilot at controls (PAC)

1. Knowledge of general aviation practices

5. A minimum of a 3 rd Class Medical Cert. or a Drivers License

2. Familiarity and operations of their own aircraft to include;

a. The operator should have sufficient flights to be familiar of all flight characteristics

b. Familiar with the latest revision of ground control software

c. Emergency recovery procedures in failed link situations

3. Familiar with mission pl anning and preflight procedures

5. Versed in emergency procedures and contingency operations

6. Familiar with acceptable field repair and maintenance procedures

Visual Observers (VO)

1. Shall understand the inherent risks of being in th e vicinity of flight operations

Airframes

Materials incorporated into the UA S shall be tested as much as is reasonably possible and should be

new and from a known manufacturer. Each aircraft of type is flight tested in an isolated area to

ensure airfra me structure and propulsion capability are sufficient for the intended payload, operating

environment, and maneuvers required before it will fly any mission stated herein.

Configuration

1. For either fixed wing or rotor or multi rotor aircraft con figurations total all up weight shall not

exceed 54 lbs.

2. No aircraft shall exceed a speed of 87 knots (100 miles per hour ) and u se waypoints, RTL

function only.

3. The UA may not be operated less than 500 feet below or le ss than 2,000 feet horizontally from

a cloud o r when visibility is less than 3 statute miles from the PIC

4

. Must be able to instantaneously deactivate programmed flight of autopilot systems at any23 time during flight and resume manua l control of the model aircraft.

Construction

All D’Avion UAS’s can be constructed of foam, Kevlar, carbon fiber, wood, plastic or other

materials as long as they have a proven track record of being airworthy within the aircrafts flight

envelope.

Propulsion

Aircraft may utilize brushless, three phase, AC motors that may require a switching electronic speed

control to provide throttle management. Gas powered engines are allowed but must have a kill

engine switch accessible on the transmitter and/ or GCS.

Weather

1. When possible, the PIC shall contact the closest flight service station for weather in the

immediate area of operations. In absence of that source, the local source of weather may be utilized

through the Internet , or may be observed o n site. The PIC shall have final determination of risk due

to weather and authority over any launch of his/her own aircraft.

2. Hazards to the public

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

pose any undue risk to the pu blic not directly involved with the effort. The PIC shall have

final determination of risk to the public and authority over any launch of his/her own aircraft.

3. Hazards to property

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

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

determination of risk to the property and authority over launch of his/her own aircraft.

4. Hazards to personnel

- The PIC shall make every effort to en sure that flight operations will not

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

determination of risk to the public and authority over any launch of his/her aircraft.

Launch and Landing Zones

Launch Site Selection

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

of launch site s will be considered based upon :

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

– The PIC shall

maintain a buffer of at least 50 feet between aircraft operations and all non

- essential personnel.

Visual Observers shall act as safety supervisors while not performing the duty of in flight observer.

2. Environmental Assessment

- No launches shall occur until all environme ntal assessments have

been considered. The PIC has the final authority to abort any launch based upon hazard to the

environment, themselves, or other personnel in the area.

3. Departure over sparsely populated corridors

- The PIC shall make every effort to select a launch

site that does not depart over any populated areas as covered by the FAA 333 . If flights over

populated areas must take place that are authorized by the FAA 333 the PIC shall plan each flight to

minimize the time of areas of concern.24 L anding site & Alternate landing sites

1. Primary Landing site

- Typically the primary landing shall be the same as the launch site. The

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

deemed unsafe.

2. Alter nate landing sites

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

that a wave off is not possible and the primary landing site is deemed unsafe, procedures to utilize

the secondary site will be invoked.

3. Mission Abort Sites

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

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

absolute minimal risk should the aircraft be required to vacate airspace in an emergenc y. Should the

PIC deem it necessary the UA S may be flown to this site and inserted without regard to the safety of

the aircraft or flight equipment.

4. Approaches over populated areas

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

minimi zes a pproaches over populated areas unless otherwise stipulated in the FAA 333 exemption.

5. Landing Safety & Crowd control

- All landing sites shall be maintained and operated as the

launch sites. Personnel shall maintain a buffer of at least 50 feet bet ween aircraft operations and all

non

- essential personnel.

Preflight, Takeoff, and Post flight Checklists

Primary Responsibility

Preflight activities are completed and verified by the PIC before takeoff utilizing a preflight

checklist , generally upon arrival at the location and the operation is to be performed. Activities in

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

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

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

checkouts.

Mission Plan

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

factors in the flight environ ment may alter the intended operation and modify the mission plan

accordingly. Contingency planning should include safe routes in the event of a system failure,

degraded performance, or lost communication link, if such a failsafe exists.

Maintenance

Ai rframe , engine, propulsion, moving parts

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

checklist will be as follows:25 • Before the first flight of the day, verify all transmitter, on

- board aircraft, and camera batteries are fully charged.

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

• Check the control linkages are secured and the condition of the control horns and

brackets.

• Check the wing /struts to make s ure it is in good structural condition and properly

secured and aligned to the airframe.

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

the airframe.

• Check the propeller or rotor blades for chips, cracks , looseness and a ny deformation.

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

wheels are in good shape and rotate freely.

• Check that the servos are firmly attached to the airframe and all receiver connections

are secure.

• Check all ele ctrical connections making sure they are plugged in and secured to the

airframe.

• Check that the photography equipment and mounting system are secure and

operational.

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

• Rep air or replace any part found to be un

- airworthy in the pre

- flight prior to takeoff.

Following maintenance procedures will be accomplishe d every 200 hours of flight or 1 year which

ever comes first.

o A complete tear down of UAS and inspect for

§ Corrosion

§ Loose wires

§ Antennas

§ En v ironmental factors

§ Direct Chemical Corrosion (in particular battery bay and batteries)

§ All other corrosion (stress )

§ Oxidation

§ Elec trochemical (Galvanic) Corrosion

§ Organic Growths (in particularly around battery area)

§ Inspection for wear/tear damage due to environmental (operational)

conditions

§ Ensure any cleaning agents used will not harm parts or paint

After complete tear down of the UAS and its components are cleaned, lubed (graphite, etc.) as

needed both interior and exterior rea ssembly per operators manual.

Restore UAS per operator manual and prior to start up e nsure :

o Make sure the UAS is secure and will not move if the motor /s are suddenly powered

up.

o Make sure all props, nuts, bolts, etc. are torqued per the operators manua l.

o Follow checklist for routine start up.

o Announce out loud

– “CLEAR PROP”

.

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

battery voltage, be sure these numbers are correct.

o Make sure that the throttle stick on the tran smitter is in the power off position.26 o Connect the battery and/or turn on the power switch to the aircraft.

o Follow the recommended range test procedures as outlined in your radio transmitter/

receiver owner's manual.

o Check for proper operation of control surfaces.

o Check that all servos are steady and not chattering or making any other abnormal

noise when in operation or idle.

o Check the motor/engine for proper operation.

o Firmly secure the aircraft and gradually increase the throttle to ful l power and ba ck

down to idle

— checking for lack of thrust, vibration or other possible anomalies.

o Check that the motor stops completely when the throttle stick is at the off position.

o Ensure the triggering device is working correctly.

Before Take Off:

o Confirm trans mitter antenna is fully extended.

o Confirm transmitter trims settings in proper position.

o Confirm receiver antenna is fully extended.

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

o Double check weather conditions and review potential emergency landing areas.

o Set flight timer alarm.

o Announce out loud

– “PREPARING TO TAKE OFF.”

o Launch aircraft.

In

- Flight:

o Launch aircraft.

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

o Reset trims if necessary.

o Ke ep aircraft at a safe operating distance from people and buildings.

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

recovery and make every effort to minimize exposure.

o Continually scan the flight and ground areas for po tential hazards.

Landing:

o Check the control systems and set the trims that if necessary, an emergency abort

landing can be made.

o Scan landing area for potential obstruction hazards and recheck weather conditions.

o Announce ou t loud

– “PREPARING TO LAND .”

o Always be prepared to go abort a landing or go around.

o Carefully land the aircraft away from obstructions and people.

Post

- Flight:

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

o Turn off the transmitter.

o Turn the power off to the photo equipment.

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

o Secure the aircraft.

Field Repairs

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

may authorize the field repair of the aircra ft.

o Field re pairs can consist of two types”27 o critical and non

- critical.

1. Non

- critical repairs are repairs made to the airframe or components that are

not critical to the flight control or function of the aircraft in its assigned

mission. Re pairs of this nature are patches to covering, replacing fairings

or cowlings, or repairs that enhance the mission payload.

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

ability of the aircraft to perform its f unction and to continue the mission.

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

replacing a fight control servo.

Clearing the scene

o Environmental considerations

o Personnel shall leave as small an environmental footp rint as possible.

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

personal items, or trash.

o Any material that was removed to make way for flight operations shall be returned

and re

- established as it was found.

The above guidelines and SOP's will be adhered to at all D’Avion LLC flights and events. Failure to

adhere to the guidelines shall be, on a case

- by

- case basis, grounds for expulsion /dismissal from

D’Avion LLC. Further, any PIC knowingly operating their aircraft in a manner that is grotesquely

dangerous (at an D’Avion LLC event/job site or otherwise) will be terminated from employment at

the discretion of the CEO /Manager

.

Checklist for preflight are below:28 D’Avion LLC Preflight Checklist

STATUS CHECK

___Illumi nation	of	Area If sun is go ing down do not fly

_ _

___ Operations	within	5	miles/ 8	km	of	an	airport Call airport control tower for permission

__

___ Area	Population Avoid flying if area is populated

__

___ Ownership of area flown Permission to f ly by landowner

__

___ Damage to UAS/UAV/RPV None

__

___ Fasteners Installed and torqued

__

___ Motor

- C

- clips Installed and secure

__

___ Camera Installed and secure

__

___ Memory device (SD card or f lash drive) Secure

__

___ UAV Battery Installed

__

___ Telemetry connection Check

__

___ R/C transmitter C harged (Ex. 10.4 Minimum)

__

___ R/C control Paired

__

___ Field kit Ensure complete (tools, SD cards, etc. )

__

**PREFLIGHT CHECKLIST**

Environment:

__Take off zone** Identify

__ __Obstacles** Acknowledge

__ __Ditch/alternate landing area Identify

__ __Wind Note direc tion/speed

(___ MPH/____KPH___ /

___ __ Note: T/O & land with wind to pilot’s back if possible

__Precipitation (UAV depende nt)

**UAS , TRANSMITTER, & DRU:** 

__UAS

– and Props No damage/Torqued

__ __Transmitter On (Ex. 10.4 Minimum)

__ __UAS Battery Secure

– Check manual for minimum

__ __Computer/Tablet Battery 25% minimum

__ __Telemetry Connected

– 95& minimum

__ __ Mission Loaded

__

• Route & Way Points Verified (KM < max distance for batt volts

__

• Altitude < (UAS Specific) Verified

__ __GPS & Mast Orientation No abnormalities in mast and Compass

__ __GPS satellites ** Minimum of 7

__ __GPS positions ** No drift

__

TAKE OFF

__Area ** Clear

_ _ __UAS Armed

__

__ Transmitter Switches Verified in stabilize

__

__ Takeoff and climb “Taking off”

__

__ Select Loiter mode UAS Stabilized (altitude and lateral)

__ __Mission Maintain

__29 __Line of sight Ma intain

__

__ Battery Monitor ( Ex. Failsafe set to land NLT 14.2)

__

** Pay special attention to ensure data/area is correct

Maintenance Procedures and Guidelines

METRIC AND IMPERIAL UNITS

This maintenance procedures and guidelines manual ma kes reference to both imperial and metric

units. Accordingly conversion table is below

.30 DRUG AND ALCOHOL MANAGEMENT PLAN

As a “ safe ty sensitive aviation activity,” D’Avion LLC personnel could be randomly tested for

alcohol and other drugs.

SECURITY

- SYSTEMS AND PHYSICAL

Reasonable steps must be taken to prevent sabotage and vandalism to the UA S.

OPERATING THE UAS SPECIFIC AIRCRAFT OPERATING PROCEDURES

The aircraft will be operated in accordance with the manufacturers operating instructions tha t are

considered to be part of the Flight Manual. Company initiated variation to the Flight Manual s may require supplementary documentation.

NORMAL PROCEDURES

It is considered a good safety practice for operators to utiliz e check lists/sheets specific to their UAS

referring to the Flight Manual. Company supplied checklists must to be used.

PRE

- FLIGHT PROCEDURES

Pre

- flight and post flight checks are mandated. It is the PIC ’s responsibility to ensure the aircraft is

airworthy prior to any flight. Refe r to Flight Manual for pre and post flight procedure checklist.

A prefight reduces the risk of accident or incident by checking the aircraft, control systems and

associated equipment is serviceabl e prior to flight and standardiz es procedures. When draftin g a

prefight checklist it should be in a logical sequence and flow. A diagram can also be used to support

the checklist.

Example check sheets have been provided as a guide to checks that are expected before and after

flight. If a checklist does not exist or the manufacturers are inadequate you will need to provide

your own. These are in addition to any periodic more detailed inspections of the aircraft you may

choose to have.

You will need to determine which parts are relevant to your machine and add it ems that are not

covered. Other items may require expanding on. You may also choose to change the order in which

the checks are performed.

This will include ground support equipment such as bungee launch systems

Your check sheets will form part of your Flight Manual and must be within easy reach during

operations so you can reference them. It is recommended that they are laminated for durability.

BATTERY DOCUMENTATION

Manufacturer’s instructions for correct battery documentation especially relating to charge/

discharge rates must be followed.

Battery conditions are to be monitored.31 Note Lipo batteries may be considered dangerous goods for transport purposes.

AIRCRAFT TEST FLIGHTS

When completion of maintenance requires a test flight, the perso n completing the maintenance is

responsible to ensure a satisfactory test flight is completed. The PIC is responsible to ensure this

happens.

INTERNAL TRAINING

The manager or designated individual is responsible for inducting and recording training of all

PIC’s

.

Templates/checklists need to have at a minimum:

• Functionality and start

- up of systems

• Description of all common components

• Handling of system

• Handling of rechargeable batteries

• Description and inspection of machine and all of its related parts

• Construction and deconstruction of the system

• Detailed explanations on the use of the transmitter and operating frequencies, limitations

thereof

• Use of any other operating software, such as ground station software, firmware update

software etc.

• F light controls and associated flight theory

• Maintenance and inspection training

• Problem sol ving, fault analyz e

• Pre and Post flight related matters

• Safety and risk management

• Flight Exercises

• Theory....flight

• Aircraft physical influences

• Downwash an d ground effect

• Take

- off and landing

• Practical flight exercises

• Pre and Post flight

• Safety

• L and ing

As part of the D’Avion LLC the following UAS flight operations will also be adhered to.