Issue 1. June 1, 2015

Copyright © 2015 Insight Aerial Concepts, LLC

UAS OPERATIONS

&

SAFETY MANUAL

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

appropriate aspects of IAC operational requirements.

Document Reference: Insight Aerial Concepts/OM

Issue 1.0 June 1, 2015

Copyright © 2015 Insight Aerial Concepts, LLC

All rights reserved. Copies of this publication may not be reproduced for personal, company or 

organization use without the expressed permission of Insight Aerial Concepts LLC.
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INTENTIONALLY LEFT BLANK
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Record of Revision

Amendment

Number

Amendment Date

(mm-dd-yyyy)

Incorporated by Revisions Incorporated

1.0 01/06/2015 Insight Aerial Concepts

First issue of Operations 

Manual

First issue
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Copyright © 2015 Insight Aerial Concepts, LLC

Manual Summary

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

procedures by which Insight Aerial Concepts, LLC, here after referred to as IAC, carries out its Small

Unmanned Aircraft operations

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

complying appropriately with any new or amended regulation published by the Federal Aviation 

Administration.

The content of this manual is not intended to be all inclusive. The procedures and guidelines laid out 

herein are set forth as minimum standards. It is the ultimate responsibility of the PIC/operator and 

observer to conduct a thorough analysis of each operation to determine the viability of the task and to 

confirm that the project can be completed safely and without undue risk to persons or property on the 

surface. The safety of operations is paramount and each person on site is expected to remain vigilant 

and to exercise universal stop work authority if operational conditions appear unsafe or questionable. 
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Contents

Revisions Control Page..............................................................................i

Commitment of Operations Manager........................................................................ii

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

PART A....................................................................................................................... 7

1. Purpose.............................................................................................................. 7

2. Scope................................................................................................................. 7

3. Definitions and Abbreviations............................................................................. 8

4. Document Control and Amendment Process ..................................................... 8

5. Referenced Documents ..................................................................................... 8

6. Organization....................................................................................................... 9

7. Management Personnel ..................................................................................... 9

8. Responsibilities .................................................................................................. 9

9. Aircraft Systems and Technical Description..................................................... 11

10. Types of Operations......................................................................................... 11

11. Operating limitations and conditions ................................................................ 11

12. Software and Firmware Update Policy ............................................................. 12

13. Maintenance Principles and Regime................................................................ 12

14. Supervision of UAS operations ........................................................................ 14

15. Incident, Investigation and Near Miss Reporting.............................................. 14

16. Flight Team Composition ................................................................................. 15

17. Qualification Requirements .............................................................................. 16

18. Crew Health ..................................................................................................... 16

19. Logs and Records............................................................................................ 17

PART B..................................................................................................................... 18

1. FLIGHT PLANNING / PREPARATION ............................................................ 18

1.1 Determination of intended task and feasibility.................................................. 18

1.2 Operating Site Location and assessment......................................................... 18

1.3 Risk Management ............................................................................................ 19

1.4 Communications .............................................................................................. 20

1.5 Pre-notification ................................................................................................. 20

1.6 Site Permissions .............................................................................................. 20

1.7 Weather ........................................................................................................... 20

1.8 Preparation and serviceability of equipment and UAS ..................................... 20

2. ON SITE PROCEDURES................................................................................. 20

2.1 Arrival............................................................................................................... 20

2.2 Site Survey....................................................................................................... 20

2.3 Selection of operating areas and alternate....................................................... 21

2.4 Crew Briefing.................................................................................................... 21
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2.5 Cordon Procedure............................................................................................ 21

2.6 Communications .............................................................................................. 21

2.7 Weather Checks............................................................................................... 22

2.8 Charging and fitting Batteries........................................................................... 22

2.9 Loading of equipment....................................................................................... 22

2.9 Pre-flight Checks.............................................................................................. 22

3. FLIGHT PROCEDURES.................................................................................. 23

3.1 Start ................................................................................................................. 23

3.2 Take-off............................................................................................................ 23

3.3 In flight ............................................................................................................. 23

3.4 Landing ............................................................................................................ 23

3.5 Shutdown ......................................................................................................... 23

4. EMERGENCY PROCEDURES........................................................................ 25

4.1 General emergency procedures....................................................................... 25

4.1.1 Aircraft battery failures...................................................................................................... 25

4.1.2 Transmitter or transmitter battery failure........................................................................... 26

4.1.3 Malicious or accidental interference with control frequency............................................. 26

4.1.4 Aircraft incursion ............................................................................................................... 27

4.1.5 View incursion................................................................................................................... 27

4.1.6 Fly away actions................................................................................................................ 27

4.1.7 Loss of UAS...................................................................................................................... 28

4.1.8 Loss of flight controller...................................................................................................... 28

4.1.9 Public encroachment ........................................................................................................ 29

4.1.10Fire .................................................................................................................................... 29

4.2 Duas X8L ......................................................................................................... 30

4.2.1 Loss of power to propulsion/engine.................................................................................. 30

4.2.2 Low battery procedure ...................................................................................................... 30

4.2.3 Loss of GPS signal ........................................................................................................... 31

APPENDIX A – 133 EXEMPTION FOR AERIAL WORK.......................................... 33

APPENDIX B – SITE SURVEY, OPERATION AND FLIGHT CHECKLISTS............ 34

APPENDIX C – RECORDS FOR EACH FLIGHT..................................................... 40

APPENDIX D – RISK ASSESSMENT FORM........................................................... 45

APPENDIX F – AIRCRAFT SYSTEMS – DUAS X8L ............................................... 46

APPENDIX H – CUSTOMER CONTACT FORM...................................................... 64
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PART A

SAFETY

1. Purpose

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

Unmanned Aircraft Systems (UAS) by Insight Aerial Concepts (IAC) personnel.

2. Scope

This operations manual applies to all IAC aircraft and personnel involved in the safe operation of the 

UAS detailed in PART A Paragraph. 9

2.1 Safety Policy

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

safely as possible. Furthermore, the prevention of work related injuries and illness is of the highest

importance and takes priority and precedence over production and task completion.

2.2 Safety Goals

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

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

equipment, the environment and property.

 A culture of open reporting of all safety hazards and/or near misses.

 Support for safety training and awareness programs.

2.3 Safety Assurance

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

information sharing, monitoring and analysis and hazard analysis. The aircraft airworthiness will be 

assured by inspection and maintenance of the aircraft in accordance with the manufacturer/vendor of 

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

maintenance log (Appendix C3). Safety of the operation will be assured by adhering to all procedures 

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

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

2.4 Safety Training

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

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

operators to ensure safety of the operation during emergencies (refer to Part A, 16). IAC will support a 

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

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

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

organization. Factors discovered in investigations of near misses, incidents or accidents, shall be fed 

back to the crew in the form of training in a process of Continual Professional Development. The preand post-flight routines of IAC shall ensure that all crewmembers are able to contribute to the safety of 

the operation and voice any considerations or concerns.
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3. Definitions and Abbreviations

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

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

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

Reference Title

MSL Above Mean Sea Level

AGL Above Ground Level

ESC Electronic Speed Controller

FAA Federal Aviation Administration

IMU Inertial Measurement Unit includes a 3-axis 

accelerometer, a 3-axis angular velocity and a 

barometric altimeter.

MTOW Maximum Take-Off Weight

MSA Minimum Safe Altitude

PWM Pulse Width Modulation

RPAS Remotely Piloted Aircraft System

IAC Insight Aerial Concepts

UAS Unmanned Aircraft System

VLOS Visual Line Of Sight

4. Document Control and Amendment Process

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

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

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

most up to date information.

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

impacts the pilot qualification or any Permission for Aerial Work shall be notified to FAA by submitting 

the revised operations manual. 

The Operations Manager is responsible for the revisions to Insight Aerial’s operations manual. All 

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

5. Referenced Documents

Publisher Title Issue Date

(dd-mm-yyyy)

Source

3D Robotics Pixhawk Manual n.a. http://www.ardupilot.com

n.a. http://www.

* Last consulted on date.
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ORGANIZATION

6. Organization

Insight Aerial Concepts, LLC

29030 SW Town Center Loop E

STE 202-274

Wilsonville, OR. 97070

7. Management Personnel

General Manager: Kristen Stewart

Tel: (480)442-5747

Fax: (503)715-4912

Mob: (503)477-2217

Email: k.stewart@insightaerial.com

Director of Operations: Ron Stewart

FAA Com Cert: #3126612

FAA CFII Cert: #3126612CFII

Tel: (480) 442-5747

Mob: (503) 758-5079

Email: r.stewart@insightaerial.com

8. Responsibilities

The responsibilities of personnel by IAC are divided as follows:

8.1 General Manager

The Operations Manager has the overall executive responsibility for the operation of IAC. The 

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

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

the revisions to IAC operations manual and shall approve and sign off on all such revisions to the 

document.

8.2 Director of Operations

The Director of Operations is responsible for managing all hands-on operational aspects of the 

company. These responsibilities include:

a) Maintaining IAC documents (including the operations manual) and making changes to these 

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

aviation regulation that applies to the UAS; and

b) Updating the software and firmware of the flight systems (refer to Part A, 12) and logging this in 

the Software Update Log (Appendix C5); and

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

and the necessary information before commencing an operation; and

d) Maintaining the airworthiness and maintenance to the aircraft at the appropriate intervals (refer to 

Part A, 13).

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

making changes to the system when needed.
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8.3 Pilot-in-Command (PIC)

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

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

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

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

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

cannot be completed as planned;

b) The equipment that is carried is in sufficient conditions for use;

c) The aircraft is in every way fit for the intended flight;

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

safely be carried on the intended flight;

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

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

Appendices B & C)

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

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

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

flight; and

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

route.

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

consistent airworthiness and safety of the aircraft. 

During flight, the PIC is responsible for:

g) Keeping the aircraft within operating limitations (refer to Part A, 11); and

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

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

respond accordingly. 

8.4 Observer

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

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

surroundings during the operation. The observer is responsible for:

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

respond accordingly; and

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

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

stay at a safe distance; and

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

8.5 Payload operator

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

UAS. The payload operator is responsible for:

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

respond accordingly; and

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

footage.
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9. Aircraft Systems and Technical Description

The Duas X8L aircraft systems are covered by this Operations Manual. This UAS is a multi-rotor 

platform designed for professional aerial inspections and photography. General specifications of the 

aircraft follow below. Extended details are provided in Appendix F and Appendix G respectively.

Dunas X8L N#####

General: 

UAS Name: X8L

Manufacturer: DebonAir UAV Technologies

Model: Dunas X8L

Type: Multi-rotor system (8 rotors)

Serial Number: X8L0421

FAA Registration number: (pending)

Diagonal Wheelbase (mm): 800

Landing Gear Size (mm): 460 (Length) x 425 (Width) x 320 (Height)

MTOW (kg): 8.0 (17.6 lbs)

Command and Control Frequency: 2.4 GHz

Engines

Number of engines: 8

Engine type: Brushless Electric Motor

Power capacity (W): 500 (max)

Battery: LiPo (6S, 8000mAh~15000mAh 10C(Min)

Propeller diameter (mm) : 457

10. Types of Operations

IAC will be using the aircraft for the following operations, taking into account the operational limitations 

and conditions as specified in Part A - 11:

 Inspection, Imagery and Mapping

Aircraft: Duas X8L

Camera: Sony A5100 (remotely controlled by payload operator)

 Media

Aircraft: Duas X8L

Camera: Sony A5100 (remotely controlled by payload operator)

11. Operating limitations and conditions

 All UAV operations shall;

o be conducted in day VFR conditions only

o not exceed a distance from the opeator that is beyond visual line of site (VLOS)

o not exceed the manufactures MTOW or 55 pounds, whichever is less

o not be concted without both a qualified operator and observer

o be conducted only in class G airspace unless operational clearance is obtained 

through the controling ATC in class B,C,D or E airspace. Class A operations are 

prohibitted.

The operating limitations and conditions as defined by the manufacturer of the UAS are uniquely 

defined for each of the UAS of IAC. They can be found in Appendix F and Appendix G. 
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12. Software and Firmware Update Policy

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

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

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

is performed by an approved technician as selected by IAC (Refer to Part A, 13). All software and 

firmware changes shall be documented using a Software Update Log (Appendix C5), which is 

controlled by the Director of Operations of IAC.

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

controllers, can be found in Appendix F and Appendix G. As software and firmware is updated during 

maintenance of the aircraft, the same testing procedures that are part of IAC its maintenance 

procedure apply (Refer to Part A, 13).

13. Maintenance Principles and Regime

The Director of Operations of IAC is responsible for maintaining the airworthiness of the aircraft by

arranging maintenance to the aircraft at the appropriate intervals. Maintenance of the aircraft is logged 

in the maintenance log (Appendix C3). The following maintenance intervals apply for each of IAC its 

UAS:

Annual Preventative Maintenance (<300 hours of flight time per year):

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

than 300 hours of flight time. This inspection shall be completed by an approved and competent

technician. During this inspection, the following tasks shall be completed:

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

components shall be replaced as required. 

 All batteries are tested for capacity

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

updated by the approved technician. 

300 Hours within one year:

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

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

following tasks shall be completed:

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

components shall be replaced as required. 

 All batteries are tested for capacity

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

updated by the approved technician. 

500 Total hours of flight time (Major inspection & Maintenance Action):

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

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

this inspection, the following tasks shall be completed:

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

replace any components as required.

 Replace all engines.

 Test all batteries for capacity.

 Software and firmware version is checked to ensure that the latest revision is in use.

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

checked and updated, a test flight is conducted by IAC to check the operational capabilities of the 
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aircraft. During a test flight, basic flight maneuvers shall be performed by the PIC and the correct 

functioning of the emergency functionalities is checked.

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

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

Company: DebonAir UAS Technologies

Address: 415 Barnes St

Florence, AL 35630
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OPERATIONAL CONTROL

14. Supervision of UAS operations

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

the roles within the company are described in Part A, 8. The Director of Operationsis responsible for 

all manegerial activities and tasks that need to be executed within IAC. The Director of

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

meet minimum requirements (Refer to Part A, 18), have valid qualifications and have received the 

appropriate instructions (Refer to Part A, 2.4). It is also his responsibility to control and store records 

and logs for a minimum of seven years (Refer to Part A, 20). 

The Director of Operations is also responsible for maintaining all IAC documents and making changes 

to the documents (Refer to Part A, 8). The operations manual shall be held compliant with the most 

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

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

controlled by IAC. When the Director of Operations introduces new documented information into the 

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

(Refer to Part A, 4). An amendment is signed off by the Operations Manager and then submitted to the 

regulatory authorities for approval. 

15. Incident, Investigation and Near Miss Reporting

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

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

mistakes is seen as a chance to learn and as an opportunity to increase the safety of its operations 

and aviation activities. Therefore, IAC has specified procedures for the handling, investigation and 

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

which is the focal point and not the individual. This allows IAC to do something about that cause and 

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

there has been negligent and reckless behavior.

15.1 Incident handling:

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

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

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

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

and reported after the operation has ended. 

In case of accidents involving injury to persons (refer to Part A, 15.2), the following contact details may 

be required for emergency response:

 Dial 911
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15.2 Incident investigation:

If an incident/accident may occur, IAC shall categorize the incident in degree of severity. Incidents will 

be categorized based on the standards defined by NTSB 830. The following table can be applied to 

incident classification:

Severity Definition

Accident Unmanned aircraft accident means an occurrence associated with the 

operation of any public or civil unmanned aircraft system that takes place 

between the time that the system is activated with the purpose of flight and 

the time that the system is deactivated at the conclusion of its mission, in 

which:

(1) Any person suffers death or serious injury; or

(2) The aircraft has a maximum gross takeoff weight of 300 pounds or greater 

and sustains substantial damage.

Serious incident An incident involving circumstances indicating that an accident nearly 

occurred.

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

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

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

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

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

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

No safety effect An incident which has no safety significance

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

inconclusive or conflicting evidence precluded such determination.

15.3 Incident logging:

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

Pilot and Crew log (Appendix C – C1) and the Incident Log (Appendix C – C2) as part of the post-flight 

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

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

16. Flight Team Composition

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

• 1 PIC (Operator)

• 1 Visual Observer

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

operations (refer to Part A, 8), a payload operator shall also be part of the flight team. For these 

operations, the flight team consists of minimally: 

• 1 Pilot-in-command

• 1 Observer

• 1 Payload operator
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17. Qualification Requirements

Pilot/UAV Operator

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

undergone company training and evaluation, and must be signed off by the chief pilot as qualified and 

competent to act as PIC.

Additionally, a PIC that did not fly for 90 days should have another check under supervision of a 

qualified PIC.

Observer/Payload Operator

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

training by IAC (refer to Part A, 8.2). This training ensures that the observer/payload know their 

responsibilities and tasks during the operation. It also ensures that the observer/operator are able to 

safely return the UAS when the PIC is unable to in an emergency situation (Refer to Part B, 4).

18. Crew Health

To ensure safe operation of the UAS, Insight Aerial Concepts requires that all personnel shall comply 

with the following requirements on crew health:

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

at hand.

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

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

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

expected to affect their ability to perform flight duties.

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

activities.

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

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

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

member shall be prohibited from the deployment of exercise.

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

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

than .004.
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The acronym, I.M.S.A.F.E can be used by personnel to check whether they are able to operate safely:

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

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

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

matters, health problems or family discord?

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

Fatigue Am I tired and not adequately rested?

Eating Am I adequately nourished?

19. Logs and Records

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

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

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

OPERATING PROCEDURES

1. FLIGHT PLANNING / PREPARATION

1.1 Determination of intended task and feasibility

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

(Appendix H) shall be filled out by the customer, which gives IAC more information about the needs of 

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

feasibility of the operation can be evaluated when the intended task is clear for both IAC and the 

customer. When evaluating the feasibility of the intended task, the following questions should be 

considered before the commitment to operate is made:

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

perform?

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

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

1.2 Operating Site Location and assessment

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

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

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

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

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

(suitable permission may be needed)

c) Other aircraft operations (local helibase or operating sites).

d) Hazards associated with industrial sites or such activities as live firing, gas venting, and highintensity radio transmissions etc.

e) Local ordinances and bylaws.

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

g) Proximity to sources of radio interference such as power lines.

h) Habitation and recreational activities.

i) Public access.

j) Permission from landowner (see Part B, 1.6)

k) Likely operating site and alternative sites

l) Prevailing local weather conditions and weather conditions for the planned event

Information can be obtained off-site by using available information from at least aeronautical sectional 

charts, Foreflight, digital imagery (Google Earth/Maps etc.)
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1.3 Risk Management

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

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

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

an acceptable level. 

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

operating procedures. Hazards that are identified shall be documented in the pre-flight survey 

checklist (Appendix B1). Hazards identified during operation are handled by applying emergency 

procedures (Part B, 4) when necessary. 

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

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

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

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

1. Identification of hazards

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

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

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

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

Figure 1: Risk assessment matrix

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

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

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

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

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

all. 

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

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

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

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

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

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

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

pre-flight survey checklist (Appendix B1).

1.5 Pre-notification

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

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

operating site, IAC shall consider informing them in advance. A method that can be applied for this 

purpose is to drop leaflets at these addresses

1.6 Site Permissions

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

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

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

should be obtained in writing. Local authorities may also stipulate minimum insurance criteria. The 

information that is obtained shall be documented in the pre-flight survey checklist (Appendix B1).

1.7 Weather

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

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

for the operation. 

Weather conditions must be within operating limitations and conditions of the UAS (see Part A, 11 and 

Appendix F and G) when operating the UAS. Caution shall be taken by IAC when weather forecasts 

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

cancellation of the operation when weather conditions do not improve.

The information that is obtained shall be documented in the pre-flight survey checklist (Appendix B1).

1.8 Preparation and serviceability of equipment and UAS

Before embarking on an operation, the PIC is responsible (See Part A, 8.3) for ensuring that all 

equipment is ready for use, loaded and ready to be taken out. The maintenance log (Appendix C3) 

shall be used to check whether the UAS is serviceable. An embarkation checklist (Appendix B2) shall 

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

2. ON SITE PROCEDURES

2.1 Arrival

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

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

arrival procedure shall be completed using the arrival checklist (Appendix B3).

2.2 Site Survey

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

and surrounding area may be different to what was expecting on basis of its flight planning/preparation 

procedures (Part B, 1). The PIC shall therefore ensure that all the assumptions that have been made 

as to the viability of the site for operation of unmanned aircraft are validated. This is done by

completing the on-site checklist. When completing this checklist, the PIC shall take the operating 
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limitations of the UAS into account (refer to Part A, 11 and Appendix F or Appendix G). The PIC is 

responsible for performing the site survey and completing the on-site checklist (refer to Part A, 8.3)

2.3 Selection of operating areas and alternate

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

operating area, the PIC will ensure safe operations by performing an operating area assessment as 

part of its pre-flight procedures as described in Part B, 1.2. This pre-flight procedure documents all 

relevant criteria for selecting the operating site. When arriving on site, an on-site survey is conducted. 

This on-site survey is very similar to the pre-flight survey that was conducted as part of the pre-flight 

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

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

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

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

operating limitations of the UAS (refer to Part A, 11 and Appendix F or Appendix G). The information 

that is obtained shall be documented in the on-site survey checklist (Appendix B4).

2.4 Crew Briefing

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

organized and conducted by the PIC for the operation. The company’s standard crew briefing consists 

of the following subjects:

a) Location/operating area

b) Embarkation/arrival time

c) Operation objective(s)

d) Operating system (UAS)

e) Operating conditions

f) Roles and responsibilities

g) Communication procedures

h) Discussion on hazards/perceived risk

i) Emergency procedures

j) Universal Stop Work Authority

k) Crew health

l) Other remarks

2.5 Cordon Procedure

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

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

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

spectators. The take-off and landing area shall be marked by a circle of orange pylons that is 60 feet

in diameter to ensure appropriate spacing between the UAS and the public (refer to Part A, 11 and

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

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

Part A, 8.4).

.

2.6 Communications

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

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

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

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

therefore no need for a frequency pin.
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As part of the pre-flight procedure (refer to Part B, 1.2), the surroundings are checked to see if there 

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

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

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

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

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

crew. This ensures that the flight crew can communicate easily and clearly when separated from each 

other or operating in crowded or otherwise noisy areas. Where possible, members of the operation 

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

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

services if required (Appendix B2).

2.7 Weather Checks

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

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

arriving on site (Appendix B3). Weather conditions must be within operating limitations and conditions 

of the UAS (see Part A, 11 and Appendix F or Appendix G) when operating the UAS. Caution shall be 

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

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

improve.

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

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

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

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

operation. 

2.8 Charging and fitting Batteries

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

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

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

Battery management is performed by using the battery charge log (Appendix C4), in which the status 

of all batteries is kept and updated. Separate charge logs are kept for both systems (C4). The 

charging and fitting of the batteries is one of the responsibilities of the PIC (refer to Part A, 8.3). A 

battery checker is used to check the status of each battery before being fitted onto the UAS before 

each flight. Batteries shall not be used for flight if their charge status is lower than 90%.

2.9 Loading of equipment 

All UAS used by this company are capable of being fitted with a camera system to shoot aerial 

footage. When aerial footage is required for an operation with the UAV, the camera is loaded onto a 

three-axis electronic stabilization gimbal that stabilizes the camera during flight and the electronic 

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

gimbal shall not exceed the MTOW (refer to Part A ,9) as specified by the manufacturer. 

The PIC is responsible for the correct and safe loading of the camera to the UAS (Part A 8.2). The PIC 

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

checklist (Appendix B3) and the pre-flight checklist (refer to Part B, 2.9) (Appendix B5). 

2.9 Pre-flight Checks

The final checklist that has to be completed is the pre-flight checklist (Appendix B5), which is done by

the PIC. Completing the pre-flight checklist is the responsibility of the PIC (refer to Part A, 8.2). This 
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checklist is used to confirm the airworthiness of the UAS and to safely power on the UAS to start the 

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

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

pre-flight checklist.

3. FLIGHT PROCEDURES

3.1 Start

The UAS is started as part of completing the pre-flight checklist (Appendix B5). By completing the preflight checklist, the PIC ensures that the UAS is ready for take-off, the crew is ready and that public is 

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

Procedure:

 SWITCH ON, CHECK BATTERY POWER IS WITHIN SAFE PARAMETERS, ENSURE 

TRIMS ARE NUETRAL AND ALL SWITCHES ARE IN THERE CORRECT POSITIONS (UP & 

AFT)

 SWITCH ON AND CONFIRM CORRECT OPERATION OF THE CAMERA

 ENSURE AIRCRAFT IS LEVEL ON THE CALIBRATION PLATFORM

 CALL "CLEAR PROPS" AND CONNECT FLIGHT BATTERY

 WAIT FOR DIAGNOSTIC TO FINISH & GPS LOCK TO BE ESTABLISHED

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

 TEST FOR CONTROL AND OPERATION

 ENSURE TRANSMITTER DISPLAYS ARE CONNECTED

 START RECORDING

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

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

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

 INITIATE ESC’S (TONE)

 CALL "LIFTING OFF" AND START MOTORS 

3.2 Take-off

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

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

(Appendix B5).

3.3 In flight

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

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

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

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

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

3.4 Landing

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

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

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

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

lands the UAS (Appendix B5).

3.5 Shutdown

Upon touchdown, the motors of the UAS shall immediately be stopped by the PIC. The PIC then walks 
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toward the UAS, disconnects the flight battery and calls “SAFE”. The aircraft can then be removed 

from the landing area. Operations are finalized by completing the post-flight checklist (Appendix B6). 

Procedure:

 UPON TOUCHDOWN EMMIDIATELY STOP MOTORS AND DEACTIVATE

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

 REMOVE AIRCRAFT FROM LANDING AREA

 SWITCH OFF TRANSMITTER

 STOP RECORDING AND SWITCH OFF

 CHECK FOR DAMAGE, WEAR, EXCESSIVE TEMPERATURE, TIGHTNESS OF FITTINGS, 

CONDITION AND SECURE FITMENT OF PROPELLERS AND SECURE ATTATCHMENT OF 

CAMERA

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

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

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

 REMOVE MEMORY CARD FROM CAMERA AND BACK UP TO COMPUTER

 REVIEW IMAGES AND DISCUSS WITH CREW AND OR CLIENT IF REQUIRED

 RECORD FLIGHT TIME DETAILS IN PILOTS LOGBOOK & BATTERY LOGBOOK
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4. EMERGENCY PROCEDURES

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

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

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

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

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

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

4.1 General emergency procedures

The following emergency procedures are generally applicable for all of IAC’s UAS. Loss of primary 

control frequency.

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

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

Failsafe feature (refer to Appendix F and Appendix G) is activated once communication with the 

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

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

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

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

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

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

pressed or switched.

IF THE CONNECTION WITH THE UAS IS RESTORED:

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

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

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

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

IF THE CONNECTION WITH THE UAS IS NOT RESTORED:

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

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

automatically (refer to Appendix F or Appendix G). When the Failsafe feature is activated, the 

following course of action applies:

I. PIC: Maintain VLOS with the UAS.

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

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

landing. 

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

members of the public, the police of the emergency situation, ATC of approximate height, 

heading, speed and flight endurance and attempt to keep safe separation between the public 

and the UAS.

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

UAS.

4.1.1 Aircraft battery failures

The Duas X8L is equipped with a redundant battery system. If a single battery fails, the total usable 

battery capacity will be drastically reduced. The PIC shall respond to any low voltage warning 

indication by immediately returning to the secure launch point.
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4.1.2 Transmitter or transmitter battery failure

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

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

Appendix F and Appendix G) is activated once communication with the controller has been lost for 

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

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

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

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

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

IF TRANSMITTER IS NOT POWERED ON:

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

Keep checking with different batteries

IF THE CONNECTION WITH THE UAS IS RESTORED:

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

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

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

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

IF THE CONNECTION WITH THE UAS IS NOT RESTORED:

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

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

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

I. PIC: Maintain VLOS with the UAS.

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

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

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

members of the public, the police of the emergency situation, ATC of approximate height, 

heading, speed and flight endurance and attempt to keep safe separation between the public 

and the UAS.

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

UAS.

4.1.3 Malicious or accidental interference with control frequency

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

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

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

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

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

Situation 1: Malicious interference

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

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

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

height, heading, speed, and flight endurance.

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

stops.

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

them, closely watching the flight path of the UAS.

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

the controls. 
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IF/WHEN THE INTERFERENCE WITH THE UAS STOPS DURING FLIGHT:

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

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

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

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

Situation 2: Accidental interference

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

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

stops, closely watching the flight path of the UAS.

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

them.

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

Appendix F or Appendix G) and will calculate the safest route to the home position and control the 

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

4.1.4 Aircraft incursion

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

(Part A, 11 and Appendix F or Appendix G) of the UAS. The following course of action applies:

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

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

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

from the other aircraft. 

3) Observer: Informs the PIC about the position and course of the other aircraft so the PIC can 

respond accordingly.

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

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

4.1.5 View incursion

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

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

situation occurs, the following course of action applies:

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

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

3) Observer: Attempts to maintain or regain VLOS with the aircraft to instruct the PIC by

changing his/her position on the ground.

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

IF THE OBSERVER HAS VLOS WITH THE UAS

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

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

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

WHEN THE PIC REGAINS VLOS WITH THE UAS

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

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

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

4.1.6 Fly away actions

A situation might occur in which the UAS becomes unresponsive to the flight controls of the PIC and 
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flies away from the operating area. If this situation occurs, the following course of action applies:

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

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

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

pressed or switched.

IF CONTROL OF THE UAS IS REGAINED:

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

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

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

IF CONTROL OF THE UAS CANNOT BE REGAINED:

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

them of approximate height, heading, speed and flight endurance.

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

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

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

instructing them.

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

determine the location and direction of the UAS. 

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

batteries.

IF THE SITUATION RESULTS IN A LOSS OF POWER

Refer to Part B, 4.2 Situation 2.

4.1.7 Loss of UAS

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

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

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

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

are still running.

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

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

situation.

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

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

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

4.1.8 Loss of flight controller

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

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

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

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

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

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

height, heading, speed and flight endurance.

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

controller.

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

them, closely watching the flight path of the UAS.
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5) All flight crew: Wait for local police to respond to the situation and assist them in any way they 

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

IF/WHEN CONTROL IS REGAINED DURING FLIGHT:

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

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

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

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

4.1.9 Public encroachment

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

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

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

procedure applies:

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

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

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

public.

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

PIC does not get distracted from flying the UAS.

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

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

WHEN THE OBSERVER MANAGES TO CLEAR THE AREA:

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

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

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

WHEN THE OBSERVER DOES NOT MANAGE TO CLEAR THE AREA:

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

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

landing areas.

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

“IMMEDIATE LANDING”

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

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

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

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

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

the public and the flight team. 

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

Part B, 3.5)

4.1.10 Fire

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

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

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

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

“IMMEDIATE LANDING”

3) Observer: Informs the PIC about possible landing areas.
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4) PIC: Initiate landing procedure immediately. When a predetermined landing area is nearby, 

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

land the aircraft.

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

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

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

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

them, closely watching the flight path of the UAS.

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

public or a member of the flight team.

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

(Refer to Part B, 3.5).

4.2 Duas X8L

The following emergency procedures apply specifically for the Duas X8L:

4.2.1 Loss of power to propulsion/engine

When loss of power to the propulsion or one of the engines occurs, the following emergency 

procedure shall be performed. There are two distinct situations that should be considered and each 

has a different emergency procedure:

Situation 1: Loss of a single engine.

The Duas X8L has built-in one-motor fail protection. When one engine of the UAS fails, the UAS is still 

under control by the PIC although it does not fly as easily as under normal conditions. 

1) PIC: Inform crew members of the situation by calling “ENGINE LOST”

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

“IMMEDIATE LANDING”

3) Observer: Create a clear landing area for the UAS if possible, keeping in mind personal safety 

by keeping a safe distance from the UAS.

4) PIC: Throttle down directly and slowly to land the UAS safely, keeping in mind the operating 

limitations (Part A, 11 and Appendix F and G).

OR

Pilot-in command: Engage Home Lock mode. This mode is especially recommended when flying with 

a payload as the UAS is highly unstable. The Home Lock mode ensures safely reaching the landing 

area. When the landing area is reached, throttle down slowly to land the UAS safely.

Situation 2: Loss of power to multiple engines 

The loss of power to multiple engines will likely result in a crash of the UAS (refer to 4.1.9).

1) PIC: Call “ALL POWER LOST” to inform crew members of the emergency situation

2) PIC: Maintain VLOS with the UAS.

3) Observer: If possible, notify the public of the emergency situation and when possible clear the 

area where the UAS might crash/come down. Ensure personal safety while doing so. 

4) All crew: Be cautious for the crashing UAS and ensure personal safety.

5) PIC: Go to crash site when the UAS has come down and start accident/incident procedures.

6) Observer: Keep members of the public safe and away from the crash site.

4.2.2 Low battery procedure 

A situation may occur in which the PIC is notified that the batteries of the transmitter and/or the 

batteries of the UAS are running low. 
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When the batteries for the Futaba FASST 14SG transmitter that IAC uses are running low, it will notify 

the PIC of a low-battery situation with an audible alarm when the battery voltage reaches 5.2V. When 

the battery voltage reaches 3.9V, the transmitter will be turned off automatically, in which case the 

procedure found in Part B, 4.1.3 applies. 

When the batteries for the Duas X8L are running low, the PIC is notified by its telemetry data on the 

flight controller and the LED lights on the UAS. When either the batteries of the flight controller and/or 

the batteries of the UAS are low, the following procedure applies:

1) PIC: Informs crew members of the situation by calling “LOW BATTERY” 

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

“IMMEDIATE LANDING”

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

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

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

land the aircraft.

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

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

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

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

them, closely watching the flight path of the UAS.

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

public or a member of the flight team.

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

(Refer to Part B, 3.5)

4.2.3 Loss of GPS signal

The PIXHAWK flight controller which is used on the Duas X8L uses GPS data to inform the PIC of the 

UAS its position. It is also used for the auto-land feature of the aircraft. When the GPS signal is lost, 

the PIC will see that there is no/unresponsive positioning data shown on the flight controller. It should 

be noted that when the GPS signal is lost, the auto-land feature does not function. If this situation 

occurs, the following course of action applies:

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

2) PIC: Maintains VLOS with the UAS and holds the UAS in a hovering position waiting for the 

GPS signal to possibly restore.

3) PIC: Fly the UAS back to the landing area.

4) Observer: Makes sure the landing area is clear for the UAS to land.

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

Part B, 3.5)
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INTENTIONALLY LEFT BLANK
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APPENDIX A – 133 EXEMPTION FOR AERIAL WORK

Exemption has not yet been obtained (First issue of OPS Manual).
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APPENDIX B – SITE SURVEY, OPERATION AND FLIGHT CHECKLISTS

B1: Pre-site survey

SITE NAME

JOB NUMBER DATE LATITUDE & LONGITUDE:

ft

TEAM

 PILOT IN COMMAND:

 OBSERVER: VEHICULAR ACCESS: YES NO

 UAV REGISTRATION:

 HELPER 1:

 HELPER 2:

LOCATION

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

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

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

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

 HAZARDS Live Firing, High Intensity Radio Transmissions, Gas Venting

 RESTRICTIONS Nuclear Power Stations, Prisons

 SENSITIVITIES Nature Reserves, Recreational Areas, Bye Laws

 PEOPLE Local Habitation (Do we need to Letter Drop)

 LIVESTOCK Local Farms 

 PERMISSION Local Authority, Land Owner, Military Space

 ACCESS Public Right of Way, Gates & Roads

 FOOTPATHS Public Footpaths, Bridal Paths

 ALTERNATE Alternative Operational / Take Off Sites

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

 WEATHER 24 hour forecast

 NOTAMS Any Notice to Airmen that may effect operations

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

 LOCAL AIR TRAFFIC CONTROL:

 REGIONAL AIR TRAFFIC CONTROL:

 MILITARY CONTROL:

 NOTICE TO AIRMEN:

PRE SITE SURVEY

 DOWLOADED MAP TO GROUNDSTATION: (Tick)

 ALTITUTUDE FROM SEA LEVEL:

 WORK REQUIRED:

 DATE WORK REQUIRED:
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IT

E

M

A

C

TIO

N / C

H

E

C

K

TIC

K

Airframe Check Condition &

Airworthiness IT

E

M

A

C

TIO

N / C

H

E

C

K

TIC

K

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

Check Condition A / V

Receiver & Leads Check Condition & Functionality

Telemetry Receiver & Leads Check Condition & Functionality

IT

E

M

A

C

TIO

N / C

H

E

C

K

TIC

K Laptop & Leads Check Condition & Functionality

Camera(s) & Lens(s) Check Condition & Functionality Mobile Phone &

E

mergency No's Check Condition & Functionality

Camera Connection Leads Check Condition Anemometer Check Condition &

Quantity

Camera Memory Cards Check Condition &

Space First Aid Kit & Fire Extinguisher Check Condition &

Contents

Camera to Airframe Lanyard Check Condition &

Security Crew Identification Check Requirements &

Quantity

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

Quantity

Two Way Radios Check Condition, Charge & Function

IT

E

M

A

C

TIO

N / C

H

E

C

K

TIC

K

Clothing (Boots, Coat, Gloves) Check Condition

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

Current

Battery Checker Check Functionality Notepad &

Pens Check Condition

Site Assessment Form

Check Condition

IT

E

M

A

C

TIO

N / C

H

E

C

K

TIC

K

Signs, Safety Tape, Cones Check Condition &

Quantity

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

E

M

A

C

TIO

N / C

H

E

C

K

TIC

K

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

Check Condition

Cable Ties (Various Sizes) Check Condition &

Quantity Transmitter Battery Packs Charge &

Check Condition

Side Cutters Check Condition Camera Battery Packs Charge &

Check Condition

Nylock Propeller Nuts Check Condition &

Quantity Ground Station Battery Charge &

Check Condition

Spare Props. (Tractor &

Pusher) Check Condition &

Quantity Charger Battery Packs Charge &

Check Condition

S

mall Socket Set Check Condition Mobile Phone Battery Charge &

Check Condition

EM

BA

R

KA

TI

O

N

C

HE

C

KL

I

S

T

B2: Pre Flight checklist
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B3: Arrival checklist

ARRIVAL CHECKLIST

ITEM ACTION / CHECK Check

SITE SURVEY CARRY OUT SITE SURVEY WITH OBSERVER

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

CLIENT

AIRFRAME UNLOAD & CHECK AIRFRAME FOR ANY DAMAGE IN 

TRANSIT

CAMERA ATTATCH TO PLATFORM & FIT SAFETY LANYARD

A/V CONNECTION INSERT A/V PLUG AND SECURE

PROPELLERS CHECK SECURING NUTS FOR TIGHTNESS (Replace if 

Removed)

CALIBRATION PLATFORM POSITION AS REQUIRED & ENSURE LEVEL WITH SPIRIT 

LEVEL

GROUND STATION SETUP, SWITCH ON AND TEST OPERATION

A/V MONITOR SETUP, SWITCH ON AND TEST OPERATION

CREW IDENTIFICATION 

BADGES

ISSUE AS REQUIRED

PROPER PPE ISSUE AS REQUIRED

TWO WAY RADIOS ISSUE AS REQUIRED

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

LOCATION

FIRE EXTINGUISHER POSITION TO BE EASILY ACCESSIBLE & INFORM CREW OF 

LOCATION

CREW / HELPERS POSITIONAS REQUIRED TO MAINTAIN SAFE FLYING ZONE

CORDENS, SIGNS & 

SAFETY TAPE

SETUP AS REQUIRED TO MAINTAIN SAFE OPERATION
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B4: On-site survey checklist

Signature

DATE WIND SPEED

KNOTS

 PILOT: TEMP. DIRECTION

 OBSERVER: *C 

 ITEM CHECK FINDING

 OBSTRUCTIONS

 VIEW LIMITATIONS Anything that may impair line of sight vision

 PEOPLE Is a Cordon required or some kind of crowd control

 LIVESTOCK Any Animals or Wildlife

 SURFACE Flat Surface, Rough, Sloped, Wet

 PERMISSION Do We Have the Land Owners Permission

 PUBLIC Public Right of Way, Footpaths, Gates

 AIR TRAFFIC Do We Need & or Have Clearance

 COMMUNICATION Two Way Radios Required

 PROXIMITY Are We Far Enough Away from Buildings etc.

 TAKE OFF AREA Where is the Safest Convenient Position

 LANDING AREA Where is the Safest Convenient Position

 OPERATIONAL ZONE Are there Any Hazards or Obstructions

 EMERGENCY AREA Where is the Safest Convenient Position

 HOLDING AREA Where is the Safest Convenient Position

 CONTACT NUMBERS

 PILOT:

 OBSERVER:

 CLIENT:

 LOCAL POLICE:

 LOCAL HOSPITAL:

 LOCAL AIR TRAFFIC CONTROL:

 EURO USC:

 NOTES:

ON SITE SURVEY

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

Rivers, Canals or Industrial Hazards
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B5: Pre-flight checklist

PRE FLIGHT CHECKLIST

ITEM ACTION / CHECK TICK

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

FITMENT OF PROPELLERS AND SECURE ATTATCHMENT OF CAMERA

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

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

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

TRIMS ARE NUETRAL AND ALL SWITCHES ARE IN THERE CORRECT POSITIONS

CAMERA SWITCH ON AND CONFIRM CORRECT OPERATION

AIRFRAME ENSURE AIRCRAFT IS LEVEL ON THE CALIBRATION PLATFORM

FLIGHT BATTERY CALL "CLEAR PROPS " AND CONNECT FLIGHT BATTERY

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

Blue Light)

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

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

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

CAMERA PLATFORM TEST FOR CONTROL AND OPERATION

TELEMETRY LINK ENSURE GROUND STATION AND TRANSMITTER DISPLAYS ARE CONNECTED

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

Waypoint)

CAMERA START RECORDING

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

WIND

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

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

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

Right Corner)

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

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

COMMUNICATION THROUGHOUT ENTIRE FLIGHT STAY IN AUDIABLE CONTACT WITH OBSERVER, 

LISTEN FOR BATTERY WARNINGS, AIRSPACE INFRINGEMENTS OR PUBLIC 

ENCROACHMENTS

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

A QUICK LOOK BELOW AIRCRAFT AND CALL "LANDING" AND THEN LAND.
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B6: Post-flight checklist

POST FLIGHT CHECKLIST

ITEM ACTION / CHECK TICK

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

Left Corner)

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

REMOVAL REMOVE AIRCRAFT FROM LANDING AREA

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

TRANSMITTER SWITCH OFF TRANSMITTER

CAMERA STOP RECORDING AND SWITCH OFF

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

FITMENT OF PROPELLERS AND SECURE ATTATCHMENT OF CAMERA

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

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

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

MEMORY CARD REMOVE FROM CAMERA AND BACK UP TO GROUND STATION

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

C1: Aircraft Pilot and Crew Log
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C2. Incident Log

INCIDENT LOG

Date of 

Incident

Time of

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

e.g. Ongoing Investigation
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C3: Maintenance Log

MAINTENANCE LOG

DATE REASON FOR 

MAINTENANCE

WORK DONE PARTS REPLACED SYSTEM TESTED

YES OR NO

NOTES
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C4: Battery Charge Log

BATTERY

NUMBER

BATTERY RESIDUAL 

% BEFORE CHARGE

DATE OF 

CHARGE

CHARGE INPUT

mAh

FLIGHT

DURATION

PRE-FLIGHT 

BATTERY CHARGE % NOTES

BATTERY CHARGE LOG
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C5: Software Update Log

SOFTWARE UPDATE LOG

DATE

CURRENT

SOFTWARE/FIRMWARE 

VERSION

UPDATED 

SOFTWARE/FIRMWARE 

VERSION

SUCCESFUL 

INSTALLATION 

YES OR NO

SYSTEM TESTED

YES OR NO

NOTES
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APPENDIX D – RISK ASSESSMENT FORM
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Copyright © 2015 Insight Aerial Concepts, LLC

APPENDIX F – AIRCRAFT SYSTEMS – DUAS X8L

a. Operator and aircraft system:

Item Specification

Operator IAC

Manufacturer DebonAir UAS Technologies

Distributor Insight Aerial Concepts

Airframe Make Duas

Airframe Model X8L

Serial Number 00218

Registration Pending

Type Multirotor Octocopter
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b. Operating Limitations and Conditions:

Item Limitations (as specified by manufacturer

Operational Ceiling 5,000ft amsl

Operational Endurance 15 minutes (At 20000mAh and 6.7 Kg Takeoff Weight)

Maximum Speed 70kts (Horizontal) at sea level

Weather Dry conditions

Maximum OAT +40°C

Minimum OAT -5°C

Maximum Wind Speed 8 m/s (28.8 km/h)

MTOM 8.0Kg

Max Yaw Angular 

Velocity 150 deg/s

Max Tilt Angle 35°

Signal Strength 100mW for 2.4GHz

25mW for 5.8GHz

c. Control System and Communication Specification

Item Specification

Flight Controller Pixhawk Autopilot

Power (If 

separate) Main Flight Pack

GPS Unit UBlox GPS Compass Pro

Controller Type

Receiver Esky Tarannis

Ground Station 

Type N/A

Control 

Frequency 2.4 GHz

Telemetry Link Through controller

Telemetry 

Frequency 2.4 GHz

Payload Link Iftron Motzilla

Payload Datalink 

Frequency 2.4 GHz
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Taranis controller specifications:

 Specifications

 Model Name: Taranis X9D

 Number of Channels: Up to 16 channels

 Operating Voltage Range:6~15V (2S, 3S Lipos are acceptable)

 Operating Current: 260mA maximum (both RF module and backlit are on)

 Operating Temperature: -10~60°C

 Backlight LCD Screen: 212*64, monochrome

 Model Memories: 60 (extendible by SD card)

 Compatibility: FrSky X series, D series and V8-II series receivers

 Features

 Quad Ball Bearing Gimbals

 Real-time Flight Data Logging

 Receiver Match

 Reception Signal Strength Alerts

 Audio Speech Outputs (values, alarms, settings, etc.)

 Super Low Latency

 Antenna Status Detection and Alters

 Smart Port Supported

Fail Safe 
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d. Ground System Specification

Not applicable for IAC.

e. Failsafe Feature PixHawk PX4 Controller

The PixHawk Flight Control System will enable the Duas X8Lto enter Failsafe mode when its 

connection to the Remote Controller is lost. The Flight Control System will automatically control the 

aircraft to return to home and land to prevent injury or damage.

The Failsafe feature will activate in the following situations:

1) The Remote Controller is powered off. 

2) The aircraft has flown out of effective communication range.

3) The signal between the Remote Controller and the aircraft has been blocked.

4) There is interference causing a signal problem with the Remote Controller. 

The following pictures illustrate the workings of the Failsafe mode of the aircraft.

Initiating the Failsafe mode from different flying statuses will results in different landing processes: 

 Ready to Fly (non-GPS) ---- Automatic landing

The Flight Control System will keep the aircraft level during descent and landing. It may be drift during 

the descent and landing process.

 Ready to Fly ---- Automatic go home and land

The Flight Control System will automatically control the aircraft to fly back to the home point and land.
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The safe switch is positioned on the top-left corner of the controller as illustrated in the pictured below:

Important:

(1)To ensure the aircraft successful return to home after Failsafe activation, aim to only fly in GPS 

Ready mode.

(2)The UAV will automatically descend during the Failsafe process if there are less than 6 GPS 

satellites detected for more than 20 seconds.

(3)The aircraft cannot avoid obstacles during Failsafe.

f. Maintenance of DUAS X8L

Software and Firmware Update Policy

The manufacturer of the UAS, DebonAir UAV Technologies, frequently releases updated firmware for 

the system. IAC is notified of any software upgrades by an automatic e-mail from the manufacturer. An 

approved technician selected by IAC is able to update the firmware of the UAS by connecting the flight 

controller with the computer via USB and using the assistant software package.

The firmware of the Taranis flight controller that is used by IAC can also be upgraded through USB. 

The latest firmware for the flight controller can be downloaded from http://www. http://www.opentx.org/. The firmware for the flight controller shall also be installed by an approved technician as 

selected by IAC during maintenance. 
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APPENDIX H – CUSTOMER CONTACT FORM