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APPENDIX C

D’Avion LLC Standing Operation, Maintenance Procedures and Guidelines

SIGNATURE SHEET 

All D’Avion LLC personnel employed or contracted by this organization must sign this sheet as 

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

Standing Operation, 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 in 

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

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 to 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 personnel involved with the 

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

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

minimum qualifications; 

1. Knowledge of general aviation practices 

2. A minimum of a 3rd 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 situations 
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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 3rd 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 planning 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 the vicinity of flight operations 

Airframes 

Materials incorporated into the UAS 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 airframe 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 configurations total all up weight shall not 

 exceed 54 lbs. 

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

 function only.

 3. The UA may 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 

 4. Must be able to instantaneously deactivate programmed flight of autopilot systems at any 
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 time during flight and resume manual 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 on 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 public 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 ensure that flight operations will not 

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

determination of risk to the public and authority over 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 sites 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 environmental 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. 
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Landing 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. Alternate landing sites - The PIC shall designate at least one alternate landing site. In the event 

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

the secondary site will be invoked. 

3. Mission Abort Sites - The PIC may optionally designate an “abort site” whereby the aircraft may 

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

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

PIC deem it necessary the UAS 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 

minimizes approaches 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 between 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 the operating 

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

checkouts. 

Mission Plan 

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

factors in the flight environment may alter the intended operation and 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 

Airframe, 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: 
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• 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 sure 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 any 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 electrical 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. 

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

Following maintenance procedures will be accomplished 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

§ Environmental factors

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

§ All other corrosion (stress)

§ Oxidation

§ Electrochemical (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 reassembly per operators manual. 

Restore UAS per operator manual and prior to start up ensure:

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 manual.

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 transmitter is in the power off position. 
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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 full power and back 

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 transmitter 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 Keep 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 potential 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 out 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 aircraft. 

o Field repairs can consist of two types”
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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. Repairs of this nature are patches to covering, replacing fairings 

 or cowlings, or repairs that enhance the mission payload. 

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

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

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

 replacing a fight control servo. 

Clearing the scene 

o Environmental considerations 

o Personnel shall leave as small an environmental footprint 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:
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D’Avion LLC Preflight Checklist 

STATUS CHECK 

___Illumination	of	Area	 If sun is going 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 fly 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 flash drive) Secure __

___UAV Battery Installed __

___Telemetry connection Check __

___R/C transmitter Charged (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 direction/speed 

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

__Precipitation (UAV dependent) 

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 __
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__Line of sight Maintain __

__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 makes reference to both imperial and metric 

units. Accordingly conversion table is below. 
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DRUG AND ALCOHOL MANAGEMENT PLAN 

As a “safety 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 UAS. 

OPERATING THE UAS SPECIFIC AIRCRAFT OPERATING PROCEDURES 

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

considered to be part of the Flight Manual. Company initiated variation to the Flight Manuals may

require supplementary documentation. 

NORMAL PROCEDURES 

It is considered a good safety practice for operators to utilize 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. Refer 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 serviceable prior to flight and standardizes procedures. When drafting 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 items 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. 
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Note Lipo batteries may be considered dangerous goods for transport purposes. 

AIRCRAFT TEST FLIGHTS 

When completion of maintenance requires a test flight, the person 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. 

• Flight controls and associated flight theory 

• Maintenance and inspection training 

• Problem solving, fault analyze 

• Pre and Post flight related matters 

• Safety and risk management 

• Flight Exercises 

• Theory....flight 

• Aircraft physical influences 

• Downwash and ground effect 

• Take-off and landing 

• Practical flight exercises 

• Pre and Post flight 

• Safety 

• Landing

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