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# 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** 

Copy right 

### © 201 5 Insight Aerial Concepts , LLC

All rights reserved. C opies of this publication may not be reproduced for personal, company o r organization use without the expressed permission of Insight Aerial Concepts LLC

.

### UAS Operations Manual

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### INTENTIONA **LLY LEFT BLA NK** 

### UAS Operations Manual

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### Record **of Revision**

Amendment Number Amendment Date

(mm

- dd

- yyyy) Incorporated by Revisions Incorporated

1.0 01/06/2015 **Insight Ae**  **rial Concepts** First issue of Operations Manual First issue

### UAS Operations Manual

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### Manual Summary

This Operations Manual describes the organization
, aircraft sy stems, personnel, flight operations and procedures by

w hich Insight Aerial Concepts, LLC, here after referred to as IAC
, carries out its Sm all Unmanned Aircraft operations

It is accepted that the contents of this document do es not override th e necessity of reviewing and

com plying appropriately w ith any

n ew or am ended regulation published by t he Federal Aviation Adm inistration.

The content of this ma nual is not intended to be all inclusive. The procedures and guidelines laid out herein are set forth as mi nim um s tandards. I t is the ultimate responsibility of the PIC /operator and observer to conduct a thorou g h analy sis of each operation to determine the viability of the task and to confirm that the project can be com pleted safely and without undu e risk to person s or property on the surface. The safety

o f o perations 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 Contro l 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. Org anization

................................ ................................ ................................ ....... 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 We ather

................................ ................................ ................................ ........... 20 1.8 Preparatio n and serviceability of equipment and UAS

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

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

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

................................ ................................ ................................ ....... 20 2.3 Selectio n 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 We ather Checks

................................ ................................ ............................... 22 2.8 Chargi ng and fitting Batteries

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

................................ ................................ ....................... 22 2.9 Pre

- flight Checks

................................ ................................ .............................. 22 3. FLIGHT PROCEDURES

................................ ................................ .................. 23 3.1 Star t

................................ ................................ ................................ ................. 23 3.2 Take

- off

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

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

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

................................ ................................ ................................ ......... 23 4. EMERGENCY PRO CEDURES

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

................................ ................................ ....... 25 4.1.1 Aircraft batter y 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 encro achment

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

................................ ................................ ................................ ................................ .... 29 

### 4.2 Duas X8L

................................ ................................ ................................ ......... 30 4.2.1 Loss of po wer to propulsion/engine

................................ ................................ .................. 30 4.2.2 Low batter y procedure

................................ ................................ ................................ ...... 30 4.2.3 Loss of GPS signal

................................ ................................ ................................ ........... 31 

### APPE NDIX A

– 133 EXEMPTION FOR AERIAL W ORK

................................ .......... 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

**SA FETY**  **1. Purpose**  The purpose of this document is to detail the items to be covered for the safe operation of Sm all Unmanned Aircraft System s ( UAS ) by Insight Aerial Concepts (IAC) personnel

.


### 2. **Scope** This operations ma nual 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 industr y 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 high est im portance 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 A**  **ssurance** Safety is assured by

a pplying consistent safety ma nagem ent approaches, comprehensive safety information sharing, mo nitoring and analy sis and hazard analy sis

. The aircraft a irworthiness will be assured by

i nspection and ma intenance of the aircraft in accordance with the ma nufacturer/vendor of the UAS at the applicable intervals. Maintenance of the aircraft shall be documented in the

ma intenance log ( Appendix C3 ). Safety of the operation will be assured by a d hering to all procedures and requirements stated in this operations ma nual. 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 em ployees shall ma intain proficiency in their operator/observer abilities. In

- house training is provided for observer/payload operators to ensure safety o f the operation during emergencie s (refer to Part A, 16). IAC will support a climate in which all em ployees are to contribute to the safety o f the operation. IAC believes that safety is not something ma nagement does to or for em ployees. Management ’s commitment to safety is necessary, but true safety e xcellence requires engagement from personnel throughout the organization. Factors discovered in investigations of near mi sses, incidents or accidents, shall be fed back to the crew in the form of t raining in a process of Continual Professional Development. The pre
and 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 A bbreviations**  The UAS ty pe and mo del is specifically refered to when unique procedures apply

. Otherwise, t he 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 do cument.

**Reference Title**  MSL Above Mean Sea Level AGL Above Ground Level ESC Electronic S peed Control ler FAA Federal Aviation Administration

IMU Inertial Measurement Unit includes a 3

- axis accelerometer, a 3

- axis angular velocity and a barometric altim eter. MTO W Maximum Take

- Off We ight MSA Minimum Safe Altitude PW M Pulse Wi dth Modulation RPAS Remotely Piloted Aircraft System IAC Insight Aerial Concepts UAS Unmanned Aircraft System VLOS Visual Line Of Sight



### 4. **Document Control and A mendment**  **Process** The operations ma nual is a controlled document and a record of all ma jor revisions to it shall be

ma intained by

u pdating the Am endm ent Record on page “i”. All me mb ers of the organization shall be notified of the changes that have been made to the document and will be required to operate using the

mo st up to date information.

An y ma jor changes to the organizations ownership, structure, personnel or aircraft sy stems which im pacts the pilot qualification or any Permission for Aerial Wo rk shall be not ified to FAA by s ubm itting the revised operations manual.

The Operations Manager is responsible for the revisions to Insight Aerial’s operations ma nual. All revisions shall be signed off by the Operations Manager (Refer to Part A, 8.1).



### 5. **Referenced Docum ents** 

**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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### ORGA **NIZA TION** 

**6. Organization**  Insight Aerial Concepts , LLC 29030 SW T own Center Loop E STE 202

- 274 Wi lsonville, OR. 97070



### 7. **Management Personnel**  General Manager : Kristen Stewart Tel: (480)442

- 5747 Fax: (503 ) 715

- 4912 Mob: (503) 477

- 2217 Em ail: k.stewart@insightaerial.com

Director of Operations : Ron Stewart FAA Com Cert : # 3126612 FAA CFII Cert: #3126612CFI I Tel: (480) 442

- 5747 Mob: (503) 758

- 5079 Em ail: r.stewart@insightaerial.com



### 8. **Responsibilities** The responsibilities of personnel by IAC are divided as follows:

**8.1 General Manager** The Operations M anager has the overall executive responsibility for the operation of IAC

. The Operations ma nager has corporate authority f or ensuring that all operations activities can be financed and carried out to the standard required by t he regulator. The Operations ma nager is responsible for the revisions to IAC operations ma nual and shall approve and s ign off on all such revisions to the document.

**8.2 Director of Operations** The Director of Operations is responsible for ma naging all hands

- on operational aspects of the

com pany. These responsibilities include: a) Maintaining IAC documents (including the oper ations ma nual) and ma king changes to these documents. Documents that are controlled by IAC shall be held compliant with the mo st current aviation regulation that applies to the UAS; and b) Updating the software and firmware of the flight sy stems (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 ma intenance to the aircraft at the appropriate intervals (refer to Part A, 13). e) Controlling the pre
- and post

- flight check sy stem, by checking if logs have been completed and

ma king changes to the system when needed.

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**- in** 

**- Command (PIC)**  The PIC is responsible for the safety o f: the aircraft, its surroundings and all the me mb ers of the operation including himself. Therefore, the PIC must, before taking off for any flight, take all reasonable steps so as to be satisfi ed of the matters specified below: a) The flight can safely be ma de, 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 ever y wa y fit for the intended flight; d) The load carried by t he aircraft is of such weight, and is so distributed and secured, that it may safely be carried on t he intended flight; e) An y pre
- flight check sy stem established by t he operator and set out in the operations ma nual or elsewhere has been complied with by e ach me mb er participating in the operation. (Part B & Appendices B & C) f) Be satisfied that it is capable of safely taking off, reaching and ma intaining a safe height and

ma king a safe landing at the place of intended destination having regard to: 1) The performance of the fly ing ma chine 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 u sing the pre
- flight check sy stem as specified in Appendix C, the PIC sh all be ab le to ensure consistent airworthiness and safety of the aircraft

. During flig ht, 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) Notif yi ng the flight team when any thing unusual happens or mi ght 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. Wh ile the PIC

mu st keep his ey es on the UAS all the tim e, the observer can have a better overview of the surroundings during the operation. The observer is responsible for: a) Notif yi ng the flight team when any thing unusual happens or mi ght occur, so the flight team can respond accordingly; and b) Keeping an overview of possible other aircrafts or o bstacles in the vicinity of the UAS; and c) Maintaining a clear take off/landing site by i nforming 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 controlli ng 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) Notif yi ng the flight team when any thing unusual happens or mi ght 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. **Ai rcraft**  **Sy stems and Technical Description**  The Duas X8L aircraft sy stem s are covered by t his Operations Manual. This UAS is a mu lti

- 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 respective ly

.

**Dunas X8L N##### General:**  UAS Name: X8L Manufacturer: DebonAir UAV Technologies Model: Dunas X8L Ty pe: Multi

- rotor system (8 rotors) Serial Number: X8L0421 FAA Registration number: (pending) Diagonal W heelbase (mm): 800 Landing Gear Size (mm): 460 (Length) x 425 (W idth) x 320 (Height) MTO W (k g): 8.0 (17.6 lbs) Command and Control Frequenc y: 2.4 GHz

**Engines** Number of engines: 8 Engine type: Brushless Electric Motor Power capacity (W ): 500 (max) Battery: LiPo (6S, 8 000mAh~15000mAh 1 0 C(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: Son y A5100 (remotely controlled by payload operator)

 Media Aircraft: Duas X8L Camera: Son y 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 i n 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 lim itations and conditions as defined by t he ma nufacturer of the UAS are uniquely defined for each of the U AS 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

ma intenance procedures of IAC and shall be performed at regular intervals. Maintenance to the UAS is performed by

a n 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 f or each of IAC its UAS and flight controllers, can be found in Appendix F and Appendix G. As software and firmware is updated during

ma intenance of the aircraft, the same testing procedures that are part of IAC its ma intenance procedure apply (Refer to Part A, 13).



### 13. **Maintenance Principles and Regime**  The Director of Operations of IAC is responsible for ma intaining the airworthiness of the aircraft by arranging maintenance to the aircraft at the appropriate intervals. Maintenance of the aircraft is logged in the ma intenance log (Appendix C3). The following ma intenance intervals apply f or each of IAC its UAS :

**An nual Preventative Maintenance (<300 hou**  **rs of flight time per year):** A preventative ma intenance inspection shall be carried out annually when the UAS has logged less than 300 hours of flight time. This inspection shall be completed by a n 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

com ponents shall be replaced as required.

 All batteries are tested for capacity

 Software and firmware version is checked to see if they a re of the latest version or need to be updated by the approved tec hnician.

**300 Hours within one year:** An inspection shall be carried out when the UAS has logged 300 hours of flight tim e within one year tim e. Th is inspection shall be completed by a n approved technician. During this inspection, the following tasks shall be completed:

 The UAS shall be disasse mb led; all components shall be inspected for wear and tear; and

com ponents shall be replaced as required.

 All batteries are tested for capacity

 Software and firmware version is checked to see if they a re of the latest version or need to be updated by the approved technician

.

**500 Total hours of flight time (Major inspection & Maintenance A**  **ction ):**  The following inspection shall be carried out when the UAS has logged 500 total hours of flight time since its last ma

jor inspection. Th is inspection shall be co mp leted by a n approved technician. During this inspection, the following tasks shall be completed:

 An approved technician should disassemble the U AV 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 re v i sion is in use.

After ma intenance 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

### UAS Operations Manual

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The approved technician that IAC shall use for i ts ma intenance is the distributor of the UAS. This

com pany 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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### OPERA **TIONA L CONTROL** 

**14. Supervision of UA**  **S operations** The PIC for the mi ssion 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 Operations is responsible for all ma negerial activities and tasks that need to be executed within IAC

. The Director of Operations shall ma ke sure before each operation that all personnel who participate in an operation

me et mi nim um r equirements (Refer to Part A, 18), have valid qualifications and have received the appropriate instructions (Refer to Part A, 2.4). It is also his respon sibility 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 m anual shall be held compliant with the mo st current aviation regulation that applies to the UAS

. New information which may b e of an operational nature shall be added from tim e to tim e to the operations ma nual or other documents that are controlled by I AC

. Wh en the Director of Operations introduces new documented information into the

com pany, which affects the operations ma nual, a new am endm ent to the operations ma nual is ma de (Refer to Part A, 4). An amendment is signed off by the Operations Manager and the n submitted to the regulator y authorities for approval.



### 15. **Incident, Investigation and Near Miss Reporting**  An im portant 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 a nd the honest acknowledgement of mi stakes is seen as a chance to learn and as an opport unity t o increase the safety of its operations and aviation activities. Therefore, IAC has specified procedures for the handling, investigation and logging of incidents. Wh en 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 a s 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 possib le whilst pausing or ending the operation. The incident shall be investigated and reported after the operation has ended.

In case of accidents involving injur y to persons (refer to Part A, 15.2), the following contact details may be required for emergenc y response:

 Dial 911

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. The following table can be applied to incident classification :
Severity Definition Accident Unmanned aircraft accident me ans an occurrence associated with the operation of any

p ublic or civil unm anned aircraft system that takes place between the tim e that the sy stem is activated with the purpose of flight and the time that the sy stem is deactivated at the conclusion of it s mi ssion, in which: (1) Any person suffers death or serious injur y; 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

h ave been compromi sed, 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
ma jor incident could have occurred, if the risk had not been ma naged 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 t he incident/accident has occurred is responsible for

com pleting incident logging as part of the post

- flight check sy stem.



### 16. **Flight Team Composition**
The flight team for operation with either of the UAS shall alway s consist of minimally:

• 1 PIC (Operator)

• 1 Visual Observer

For operations that require photography or videography, such as im agery and ma pping or me dia operations (refer to Part A, 8), a pay load operator shall also be part of the flight team. For these operations, the flight team consists of minim ally:

• 1 Pilot

- in

- command

• 1 Observer

• 1 Pa yl oad operator

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### 17. **Qualification Requirements**

**Pilot/UAV Operator** All personnel operating as pilot

- in

- command of the UAS mu st be at least 18 ye ars old
, have undergone company training and evaluation, and must be signed off by the chief pilot as qualified and

com petent to act as PIC. Additionally, a PIC that did not fly f or 90 day s should have another check under su pervision of a qualified PIC

. **Observer/Payload Operator** All personnel operating as observer or pay load op erator for the UAS mu st 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 saf ely 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 em otionally prepared for the tasks at hand. b) Ph ys ical illness, exhaustion, emotional problems, etc., can seriously impair judgment , me mo ry and alertness. The safest rule is not to act as part of the flight team when suffering from any o f the above. Mem bers 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

p hy sical condition shall be ma de by a ll me mb ers d uring pre
- flight activities. d) Performance can be seriously h am pered 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

me dication being taken could hamper a pilot

- in com ma nd, observer or payload operator, that

me mb er shall be prohibited from the deploy me nt of exercise. e) No me mb er 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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**I** llness Do I have an illness or any sy mp toms of illness? **M** edication Have I been taking prescription or over
- the

- counter drugs? **S** tress Am I u nder psy chological pressure from the job? Wo rried about financial

ma tters, health problems or family discord? **A** lcohol Have I been drinking within eight hours? W ithin 24 hours? **F** atigue Am I tired and not adequately re sted? **E** ating 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

o f 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

**OPERA TING PROCEDURES** 

**1. FLIGHT PLA**  **NNING / PREPA RA**  **TION**

**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 mo re information about the needs of the customer. The intended task shall eventually be determine d 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. Wh en 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 i nvestigating the operating site location. The information that is obtained shall be documented using the pre s ite survey

f orm (Appendix B1). I n 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) Ext raordinar y restrictions such as airspace around pris ons, nuclear establishments etc. (suitable permission may be needed) c) Other aircr aft operations (local helibase or operating sites). d) Hazards associated with industrial sites or such activities as live firing, gas venting, and high

intensity radio transmissi ons etc. e) Local ordinances and by laws. 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 Pa rt B, 1.6) k) Likely operating site and alternative sites l) Prevailing local weather conditions and weather conditions for the planned event

I nformation can be obtained off

- site by u sing available information fro m a t least aeronautical sectional charts, Forefl ight , digital im agery (Google Earth/Maps etc.)

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### 1.3 **Risk Management** In order to operate safely, risk ma nagem ent 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 a pply ing 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 han dled by a pplying em ergency procedures (Part B, 4) when necessary.

A risk ma trix is used (figure 1) in combination with the risk assessment form (Appendix E) to assess the risk of a haz ard. In this matrix, numbers have been assigned from 1 to 5 that repr esent the degree of severit y and the probability of a hazard. W hen mu ltiplying 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 ma trix in figure 1. For a particular ty pe of aircraft, if there is a high probability (say

4 ) of an engine failure (hazard) in any o ne flight and this would result in a rapid uncontrolled descent (undesirable outcome), then the potential for inju ring 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 fly ing over people and leaving an adequate ma rgin for wind effects, the potential for injury may

b e 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 ma ke

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

. Wh en prepa ring to fly

w ith other operators in the area, control frequencies can be discussed and agreed upon beforehand (also see Part B 2.5). The information th at is obtained shall be documented in the pre
- flight survey checklist (Appendix B1).



### 1.5 **Pre**

**- notification**  It may b e necessary that IAC contact the local police to inform them of the intended operation to avoid interruption or concerns from the public. W hen the operation is likely to disturb any r esidents near the operating site, IAC shall consider informing them in advance. A me thod 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 n eeded when the take

- off and landing areas are situated on private property. If possible, this “landowner’s permission” should be obtained in wr iting. Local authorities may a lso stipulate mi nim um i nsurance c riteria. The information that is obtained shall be documented in the pre

- flight survey checklist (Appendix B1).



### 1.7 **Weather** We ather forecasts shall be obtained as part of IAC pre
- flight procedure. We ather 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.

We ather conditions must be within operating limitations and conditions of the UAS (see P art 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 weath er 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 UA**  **S** Before em barking 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 ma intenance log (Appendix C3) shall be used to check whether the UAS is serviceable. An em barkation 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 Ar**  **rival** Wh en 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 o f the operation from the mo me nt 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 vicinit y of the flight operation site and surrounding area may b e 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 ma de

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

com pleting the on
- site checklist. Wh en com pleting this checklist, the PIC shall take the operating

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- 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. Wh en 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. W hen arriving on site, an o n
- site survey is conducted. This on
- site survey

i s very similar to the pre
- flight survey t hat was conducted as part of the pre
- flight procedure. The on
- site survey e nsures that the crew is aware of the latest situation and any unexpected changes to conditi ons and/or the environment that mi ght have occurred since the pre
flight survey.

In the on
- site survey checklist, space is available to describe the location of the em ergency a rea (alternate). The exact location of this area shall be determined by t he PI C, 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 cre w me mb ers are briefed before any flight operation. The crew briefing is organized and conducted by the PIC for the operation. The com pany’s standard crew briefing consists of the following subjects:

a) Location/operating area b) Em barkation/arrival time c) Operatio n objective(s) d) Operating system (UAS) e) Operating conditions f) Roles and responsibilities g) Communication procedures h) Discussion on hazards/perceived risk i) Em ergency procedures j) Universal Stop W ork Authority k) Crew health l) Other remarks



### 2.5 **Cordon Procedure** Wh en operating the UAS, it is likely to attract attention from other people, especially w hen fly ing in public areas. IAC shall use a cordon procedure when operating to ensure the safety of members of the public. Extra staff may

b e utilized to ma intain the cordon when fly ing in an area that is likely to attract spectators. The take

- off and landing area shall be ma rk ed by a c ircle of orange py lons that is 60 feet in diam eter 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 o bserving the area of operation and informing/instructing passers
- by w hen 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 a ny o ther

source in the vicinity

a s this could block IAC transmissions from being received by t he UAS. Although it is very u nlikely that a signal conflict or interrupti on occurs as the frequency of controllers that are used by IAC
, shift hundreds of tim es per second, so there are no signal conflicts or interruptions and therefore no need for a frequency pin.

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- flight procedure (refer to Part B, 1.2), th e surroundings are checked to see if there

are any o bstacles, such as power lines, that could interfere with the transmissions. Telemetry o n aircraft position and height are checked for proper fu nctioning during take

- off (refer to Part B, 3.2). Telemetry i s continuously checked by t he PIC during the operation. Em ergency 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 u sing two way

r adios for each me mb er 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 nois y areas. Wh ere possible, me mb ers of the operation that do not have a radio shall communicate w ith the PIC through the observer to avoid unnecessary distractions for the PIC. A fully charged mo bile phone shall be present in order to contact em ergency services if required (Appendix B2).



### 2.7 **Weath er Checks**  We ather can greatly affect the operation and eff ec tiveness 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). W eather conditions must be within operating lim itations and conditio ns 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 im prove.

Wi nd speed is measured by u sing a wind me asurement device and the temperature is recorded using

a thermom eter

. The PIC is responsible for judging whether he is able to fly i n the situation he is presented with. Even when the PIC is capable of flying in high crosswinds, the im ages that are received from the camera mi ght be too unstable which may l ead to a delay

o r cancellation of the operation.



### 2.8 **Charging and fitting Batteries** Batteries are charged from hom e base. Batteries are all uniquely n um bered, 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 sy stems cannot be confused with one another. Battery ma nagem ent is performed by u sing the battery charge log (Appendix C4), in which the status of all batteries is kept and updated. Separate charge logs are kept for both sy stems (C4). The charging and fitting of the batteries is one of the responsibilities of the PIC (refer to Part A, 8.3). A batter y 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 **Loa ding of equipment**  All UAS used by

t his company are capable of being fitted with a camera system to shoot aerial footage. Wh en aerial footage is requir ed for an operation with the UAV, t he camera is loaded onto a three

- axis electronic stabilization gim bal that stabilizes the camera during flight and the electronic gim bal is attached to the airframe of t he UAS. The total weight of the UAS, including the camera and gim bal shall not exceed the MTOW (refer to Part A ,9) as specified by the manufacturer

.

The PIC is responsible for the c orrect 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 c o mp leting 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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f ault is found during the pre
- flight checks, the PIC shall be responsible for calling the

course of action to fix the faul t. After a fault is fixed, another attempt can be ma de to complete the full pre
- flight checklist.



### 3. **FL IGHT PROCEDURES** 

**3.1 Start**  The UAS is started as part of completing the pre

- flight checklist (Appendix B5). By completing the pre

flight checklist, the PIC ensures that the UAS is ready f or take

- of

f, the crew is ready and that public is a safe distance away. The PIC calls “ LIFTING OFF” when the motors are started.

Procedure:

 SW IT CH ON, CHECK BATTERY POW ER IS WI THIN SAFE PARAMETERS, ENSURE TRIMS ARE NUETRAL AND ALL SW IT CHES ARE IN THERE CORRECT POSITIONS (UP & AFT)

 SW IT CH ON AND CONFIRM CORRECT OPERATION OF THE CAMERA

 ENSURE AIRCRAFT IS LEVEL ON THE CALIBRATION PLATFORM

 CALL " CLEAR PROPS " AND CONNECT FLIGHT BATTERY

 WA IT FOR DIAGNOSTIC TO FINISH & GPS LOCK TO BE ESTABLISHED

 CHECK FUNCTION & QUALIT Y 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 WI ND

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

 DO WE HAVE CLE A RENCE FROM AIR TRAFFIC CONTROL IF REQUIRED?

 INITIATE ESC’S (TONE)

 CALL " LIFTING OFF " AND START MOTORS



### 3.2 **Take**

**- off**  Wh en the UAS has been powered on , the PIC takes one final look around, checks with the observer t hat they

a gree 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, telem etry data is checked to see if it responds correctl y to the change in the UAS position. Throughout the entire flight, the crew shall work together by m aintaining clear communications with each other, listening for battery warnings, remaining cautious of airspace infringements, other aircraft operations, ob stacles, 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
an d 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. W hen the UAS is hovering over the landing area, the PIC will take a quick look below the aircraft to confirm all is clear. Th e 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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- flight checklist (Appendix B6).

Procedure:

 UPON TOUCHDOW N EMMIDIATELY STOP MOTORS AND DEACTIVATE

 WA LK TO AIRCRAFT, DISCONECT FLIGHT BATTERY AND CALL " SAFE "

 REMOVE AIRCRAFT FROM LANDING AREA

 SW IT CH OFF TRANSMITTER

 STOP RECORDING AND S WI TCH OFF

 CHECK FOR DAMAGE, WE AR, EXCESSIVE TEMPERATURE, TIGHTNESS OF FITTINGS, CONDITION AND SECURE FITMENT OF PROPELLERS AND SECURE ATTA TCHMENT OF CAMERA

 REMOVE FLIGH T BATTERY FROM AIRCRAFT, CHECK RESIDUAL BATTERY %, RECORD DETAILS IN BATTERY LOGBOOK & PLACE ON CHARGE IN LIPO SAFE BAG PROVIDED THAT THE BATTERY IS NOT WA RM (If So Allow to Cool)

 REMOVE MEMORY CARD FROM CAMERA AND BACK UP TO COMPUTER

 REVIEW IMAGES AND DISCUSS W IT H CRE W AND OR CLIENT IF REQUIRED

 RECORD FLIGHT TIME DETAILS IN PILOTS LOGBOOK & BATTERY LOGBOOK

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### 4. **EMERGENCY PROCEDURES**

Wh en an em ergency procedure has to be performed because of the occurrence of an incident or accident, the pr

ocedures as described in Part A, 13 shall be performed. Em ergency p rocedures have been defined for several scenarios that could occur with the t yp e of UAS that are used by IAC . W hen possible, the PIC shall perform the standard landing procedure (refer to Part B, 3.4) as the final part of the em ergency procedure

. After the em ergency 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 pr**  **ocedures** The following em ergency p rocedures are generally applicable for all of IAC ’s UAS

. Loss of prim ar y control frequency

.
A situation may

o ccur in which the primary c ontrol frequenc y of the UAS is lost whilst the controller is powered on. The UAS shal l 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 featur e to ensure that the UAS will hover automatically and eventually return to the landing point when the signal does not restore. Wh en such a situation occurs, the following steps shall be taken by the flight crew: 1) PIC : Informs crew members of the situation b y calling “CONTROL SIGNAL LOST” 2) PIC : Wa it for a possible reconnection to the UAS within a short length of time. 3) PIC : Wh ile waiting, check controls to see if no buttons or sw itches have accidentally been pressed or switched.

IF THE CONNECTION WI TH THE UA S 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 Landi ng procedure (refer to Part B, 3.4).

IF THE CONNECTION WI TH THE UAS IS NOT RESTORED: After loss of signal for mo re than 3 seconds, the flight controller will calculate the safest route to the hom e position and control the aircraft to return home, hovering over the GPS start point and landing automatically (refer to Appendix F or Appendix G). Wh en 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 ma ke an em ergency landing. III. Observer: Wh en the UAS stray s off from the expected return path (refer to 4.1.8)
, inform

me mb ers of the public, the po lice of the em ergency situation, ATC of approximate height, heading, speed and flight endurance and attempt to keep safe separation between the public and the UAS. IV. PIC : Wh en the UAS has returned to its GPS start point, perform shut

- down procedures of the UAS.

**4.1.1 Ai**  **rcraft battery failures** The Duas X8L is equipped with a redundant batter y system. If a single batter y fa ils, the total usable batter y capacity will be drastically reduced. The PIC shall respond to any l ow voltage warning indication by immediately returni ng to the secure launch point.

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w hen communication with the controller is lost. The Fa ilsafe feature (refer to Appendix F and Appendix G) is activated once communication with the controller has been lost for

mo re than 3 seconds. The UAS shall use its Failsafe feature to ensure that the UAS will hover automatically and eventually return to t he landing point when the signal does not restore. W hen 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 swit ched.

IF TRANSMITTER IS NOT POW ERED ON: I. PIC : Swap batteries to see if the transmitter can be powered back on with a different batter y. Keep checking with different batteries

IF THE CONNECTION WI TH THE UAS IS RESTORE D: 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 WI TH THE UAS IS NOT RESTORED: After loss of signal for mo re than 3 seconds, the flight controller will calculate the safest route to the hom e position and control the UAS to return home, hovering over the GPS star t point and landing automatically. Wh en the Failsafe feature is activated, the following course of action applies: I. PIC : M aintain VLOS with the UAS. II. Observer: The observer shall ensure that the take

- off and landing area, which is where the GPS position of t he UAS is defined remains clear for the UAS to make an emergency landing. III. Observer: Wh en the UAS stray s off from the expec ted return path (refer to 4. 1.8), inform

me mb ers of the public, the police of the em ergency situation, ATC of approximate height, hea ding, speed and flight endurance and attempt to keep safe separation between the public and the UAS. IV. PIC : W hen t he UAS has returned to its GPS start point, perform shut

- down procedures of the UAS.

**4.1.3 Ma**  **licious or accidental interference with control frequency** Even though it is highly unlikely t hat ma licious interference with the control frequency may o ccur 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 situa tion in which the signal is lost (refer to Part B, 4.1.1) or may

r esult 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 inte rference Wh en m alicious 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 the m 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 me mb ers of the public by i nforming and instructing the m, closely watching the flight path of the UAS. 5) Observer: Lookout for possible suspects in the operating area that mi ght be interfering with the controls.

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Situation 2: Accidental interference 1) PIC : Inform s 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 saf e for me mb ers of the public by i nforming and instructing them.

Note: Wh en signal interference occurs, the flight controller may a ctivate the Failsafe feature (refer to Appendix F or Appendix G) and will calculate the safest route to the hom e position and control the UAS to return home, hovering over the GPS start point and landing automatically.

**4.1.4 Ai**  **rcraft incursion** An aircraft incursion may o ccur 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 k ee ping 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 air craft so the PIC can respond accordingly. 4) Observer: Observes the operating area to identify possible other operat ors that mi ght 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 l ose its VLOS with the UAS. This em ergency procedure shall be initiated when the view incur sion lasts longer than three seconds (as estimated by t he 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 “V LOS LOST” 3) Observer: Attem pts 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 W IT H 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 shou ld need to change its position (i.e. to prevent collision with object/surroundings).

WH EN THE PIC REGAINS VLOS WI TH 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 s ituation mi ght occur in which the UAS becomes unresponsive to the flight controls of the PIC and

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IF CONTROL OF THE UAS IS REGAINED: I. PIC : Inform crew membe rs 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 it s position on ground. IV. Observer: Keep surrounding area of the UAS safe for members of the public by i nforming and instructing them. V. Pa yload operator (if part of the crew): Wa tch 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 c hecking the controller and batteries.

IF THE SITUATION RESULTS IN A LOSS OF POW ER Refer to Part B, 4.2 Situation 2.

**4.1.7 Loss of UA**  **S** A situation may

o ccur 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 em ergency response services if needed and informs local police about the situation. 5) Observer & PIC: Secure the area where th e UAS has com e down by ke eping the me mb ers 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 t o 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 controller is 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, he ading, 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 flig ht path of the UAS.

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. June 1, 2015 **Copyright © 201 5**  **Insight Aerial Concepts, LLC** 5) All flight crew: W ait 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/ WH EN CONTROL IS REGAINED DURING FLIGHT: I. Inform crew members of the situ ation 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. Tal k with local police about the situation and suspicions.

**4.1.9 Public encroachment**  During the operatio n, the UAS and the flight team may attract the attention from members of the public in the operating area. Even though IAC shall take precautionar y m easures (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): Wh en t he safety of the PIC is guaranteed, the observer shall inform and instruct members of the public to clear the area.

WH EN THE OBSERVER MANAGES TO CLEAR THE AREA: I. Observer: Notifies the PIC by calling “PUBLIC CLEAR”. II. PIC: Safely navigate the UAS back to th e landing area as quickly as possible. III. PIC: Perform Landing procedure (refer to Part B, 3.4)

WH EN THE OBSERVER DOES NOT MANAGE TO CLEAR THE AREA: I. Observer: Notifies PIC by calling “PUBLIC WO N’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. Wh en a predetermined landing area is nearby that is cle ar 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 catch es fire during the operation. If a fire is suspected by any

me mb er 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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. June 1, 2015 **Copyright © 201 5**  **Insight Aerial Concepts, LLC** 4) PIC: Initiate landing procedure immediately. Wh en 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 specifical ly for the Duas X8L :

**4.2.1 Loss of power to propulsion/engine**  Wh en loss of power to the propulsion or one of the engines occurs, the following em ergency procedure shall be performed. There are two distinct situations that should be considered and each has a diff

erent emergency procedure:

Situation 1: Loss of a single engine. The Duas X8L has built

- in one
- mo tor fail protection. W hen 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

t he flight crew of the intention to ma ke an em ergency l anding by

c alling “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 t o land the UAS safely, keeping in mi nd the operating lim itations (Part A, 11 and Appendix F and G).

OR

Pilot

- in command: Engage Home Lock mo de. This mo de is especially recommended when fly ing with

a pay load as the UAS is highly unstable. The Home Lock mo de ensures safely reaching the landing area. W hen the landing area is reached, throttle down slowly to land the UAS safely.

Situation 2: Loss of power to mult iple 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 POW ER LOST” to inform crew members of the emergency situation 2) PIC: Maintain VLOS with the UAS. 3) Observer: If possible, notify the p ublic of the em ergency 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 com e 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 t he UAS are running low.

### UAS Operations Manual

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. June 1, 2015 **Copyright © 201 5**  **Insight Aerial Concepts, LLC** Wh en the batteries for the Futaba FASST 14SG transmitter that IAC uses are running low, it will notify the PIC of a low

- batter y situation with an audible alarm when the batter y voltage reaches 5.2V. Wh en the batter y voltage reache s 3.9V, the transmitter will be turned off automatically, in which case the procedure found in Part B, 4.1.3 applies.

Wh en the batteries for the Duas X8L are running lo w, the PIC is notified by its telemetry data on the flight controller and the LED ligh ts on the UAS. Wh en 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. Wh en 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 pos ition 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 an y m em bers 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 PIXHAW K flight controller which is used on the Duas X8L uses GPS da ta to inform the PIC of the UAS its position. It is also used for the auto

- land feature of the aircraft. Wh en the GPS signal is lost, the PIC wi ll see that there is no/unresponsive positioning data shown on the flight controller. It should be noted that wh en 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 i n 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 procedur es (Refer to Part B, 3.5)

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### INTENTIONA **LLY LEFT BLA NK** 

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### AP **PENDIX A**

**– 133 EXEMPTION**  **FOR A ERIA**  **L WORK**

Exem ption has not yet been obtained (First issue of OPS Manual).

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### AP **PENDIX B**

**– SITE SURVEY, OPERA**  **TION A ND FLIGHT CHECKLISTS** 

B1: Pre

- site survey



### SITE NAM **E JO**  **B NUM**  **BE**

**R DATE**  LA TI TU DE & LO NGI TU DE:
ft



### TEAM
PI LO T I N CO MMA ND : OBSERV ER: V EH IC ULAR A CCESS: YE S NO
U AV REG IS TRA

TI ON : H EL PER 1 : H EL PER 2 :



### LOCATION **IT EM**  **A CT**  **IO N**  **(U**

**se sky**  **dem on light, google**  **e ar**  **th & m**  **et che**  **ck )**  

### F **IN DI**  **NG**

A IR SPA CE W hat is the A irs pac e? (A ,C ,D ,E,F,G ) - Do I need A TC perm is si on?

TERRA IN W hat is the Terrain? (Flat, M ountainous , Boggy)

PROX IM IT IE S O ther A ir cr aft (A er odr om es , H eli Pads , M odel Sites )

H AZAR DS L iv e Firing, H igh Int ens ity R adio Tr ans mission s, G as Ve nt ing

RESTRI CTI ON S N uc lear Power Stations , Pris ons
SEN SI TI VIT IE S N ature R es erves , Rec re ational A re as , By e Law s
PEO PLE Loc al H abitation (D o w e need to Letter Drop)

LI VE STOCK Loc al Farm s

PERM IS SI ON Loc al A uthority, Land O wn er, M ilitary Spac e

A CCESS Public Right of W ay, G ates & Roads

FOOTPA

TH S Public Footpaths , Bridal Paths

A LTERN AT E A lternative O perational / Take O ff Sites

RI SK REDU CT IO N C an th e job be done at a not her time to a vo id Scho ol times etc

W EA TH ER 24 hour forec as t

N OT AM S A ny Not ic e to A ir me n that m ay effec t operations



### PRE NOTIFICATIO **NS** I f N otified D ate, Tim e & C ontac t N am e LO CA L A IR TR AF FI C CON TRO L:
REG IO NAL A IR TRA FFI C CON TR OL : M IL IT AR Y CO NT RO L:
N OT IC E TO A IR ME N: 

# PRE **SI TE**  **S URV**  **EY**

D OW LOA DE D MAP T O GROUNDS TA TIO N: ( Ti ck) A LTI TU TU DE FROM

SEA LEV EL:
W ORK REQU IR ED:
D AT E W OR K REQU IR ED:

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. June 1, 2015 **Copyright © 201 5**  **Insight Aerial Concepts, LLC I** **T E** **M A** **C T** **I O** **N /** **C H** **E C** **K T** **I C** **K**AirframeCheckCondition&Airworthiness**I T** **E M** **A C** **T I** **O N** **/ C** **H E** **C K** **T I** **C K** CameraMountCheckCondition&FunctionalityGroundStation&LeadsCheckCondition&FunctionalityFlightController/Transmitter(s)CheckFunctionalityCameraMonitor&LeadsCheckCondition&FunctionalityCalibrationPlatformCheckConditionA/VReceiver&LeadsCheckCondition&FunctionalityTelemetryReceiver&LeadsCheckCondition&Functionality**I T** **E M** **A C** **T I** **O N** **/ C** **H E** **C K** **T I** **C K** Laptop&LeadsCheckCondition&FunctionalityCamera(s)&Lens(s)CheckCondition&FunctionalityMobilePhone&EmergencyNo'sCheckCondition&FunctionalityCameraConnectionLeadsCheckConditionAnemometerCheckCondition&QuantityCameraMemoryCardsCheckCondition&SpaceFirstAidKit&FireExtinguisherCheckCondition&ContentsCameratoAirframeLanyardCheckCondition&SecurityCrewIdentificationCheckRequirements&QuantityCameraAttachmentBoltCheckConditionFluorescentJacket(s)/HardHatsCheckCondition&QuantityTwoWayRadiosCheckCondition,Charge&Function**I T** **E M** **A C** **T I** **O N** **/ C** **H E** **C K** **T I** **C K** Clothing(Boots,Coat,Gloves)CheckConditionMultiFunctionBatteryChargerCheckCondition&FunctionalityAirNavigationMapCheckConditionRequiredChargerLeadsCheckConditionChecklists,Manuals&LogbooksCheckCondition&CurrentBatteryCheckerCheckFunctionalityNotepad&PensCheckConditionSiteAssessmentFormCheckCondition**I T** **E M** **A C** **T I** **O N** **/ C** **H E** **C K** **T I** **C K** Signs,SafetyTape,ConesCheckCondition&QuantityScrewdrivers(Flat/CrossDrive)CheckConditionAllenKeysCheckCondition**I T** **E M** **A C** **T I** **O N** **/ C** **H E** **C K** **T I** **C K** Pliers(Standard/LongNose)CheckConditionFlightBatteryPacksCharge&CheckConditionCableTies(VariousSizes)CheckCondition&QuantityTransmitterBatteryPacksCharge&CheckConditionSideCuttersCheckConditionCameraBatteryPacksCharge&CheckConditionNylockPropellerNutsCheckCondition&QuantityGroundStationBatteryCharge&CheckConditionSpareProps.(Tractor&Pusher)CheckCondition&QuantityChargerBatteryPacksCharge&CheckConditionSmallSocketSetCheckConditionMobilePhoneBatteryCharge&CheckCondition**E M** **B A** **R K** **A T** **I O** **N C** **H E** **C K** **L I** **S T**  B2 : Pre Flight checklist

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### B3: A **rrival checklist** 

# ARRIVAL CHECKLIST **ITEM AC**  **TION / CHECK Check** 
SITE SURVEY CARRY OUT SITE SURVEY WI TH OBSERV ER 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 C HECK SECURING NUTS FOR TIGHTNESS (Replace if Removed) CALIBRATION PLATFORM POSITION AS REQUIRED & ENSURE LEVEL WI TH SPIRIT LEVEL GROUND STATION SETUP, S WI TCH ON AND TEST OPERATION A/V MONITOR SETUP, S WI TCH ON AND TEST OPERATION CREW I DENTIFICATION BADGES ISSUE AS REQUIRED

PROPER PPE ISSUE AS REQUIRED

TW O WA

Y 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** 

## DAT **E WIND SPEED** 

KN OTS



## PILO **T: TE**  **MP**

**. DI**  **RECT**

**ION OB**  **SERVER:** *C



## ITEM **CHECK FINDING**  O BSTRU CTI ON S

V IE W LI MIT AT IO NS A nything that m ay

im pair line of s ight vis ion PEO PLE I s a C or don r equired or s om e kind of c ro wd c ontrol LI VE ST OCK A ny A nim als or W ildlife SU RFA CE Flat S ur fac e, Rough, Sloped, W et PERM IS SI ON Do W e Have the Land O wners Perm is si on PU BLI C Public Ri ght of W ay, Footpaths , G ates A IR TRA FFI C Do W e Need & or H av e C learanc e COM MU NIC AT IO N Tw o W ay Ra dios Required PROX IM IT Y A re W e Far E nough A

wa y from Buildings etc

. TA KE O FF A REA W here is the Safes t Convenient Pos ition LA ND ING A REA W here is the Safes t Convenient Pos ition O PERA TI ON AL Z ON E A

re there A

ny Haz ards or O bs truc tions EM ERG EN CY

A REA W here is the Safes t Convenient Pos ition H OL DI NG AR EA W here is the Safes t Convenient Pos ition


## CONT **ACT NUM BE** 

**RS**
PI LO T: O BSERV ER: CLI EN T: LO CA L P OL IC E: LO CA L HO SPI TA L: LO CA L A IR TR AF FI C CON TROL : EU RO US C:

N OT ES: 

# ON **SIT E SU**  **RV EY** 

M as ts , w ires , Buildings , Train Lines , Trees , Lakes
, Ri ver s, Canals or I ndus trial H az ar ds

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### B5: Pre

**- flight**  **checklist** 

# PRE **FLI GH**  **T C**

**HE CKL**  **IS T**  **ITEM ACT**  **IO N**  **/ C HE**  **CK TI**  **CK**

AI RFRA ME CHECK FO R DA MA GE, W EAR, TI GHTN ES S O F FI TTI NGS , CO ND IT ION A ND SE CU RE FI TM ENT OF PR OPE LLER S A ND SE CU RE A TTA TC HME NT OF CA MERA FL IG HT B ATTER Y NO TE BA TTER Y NUMBER IN BA

TTERY LO GBO OK, R EC OR D PRE -FL IG HT B ATTER Y POWE R % A ND FI T I NTO A IR FRA ME (No L ower t ha n 9 0% ) TRA NS MI TTER (S) SW IT CH O N, CHE CK BA TTER Y P OWE R I S W IT HI N SA FE PA RAMETERS , ENSURE TR IM S A RE NUETRAL AND ALL S WI TC HES A RE I N TH ERE CO RRE CT POSI TI ON S CA MERA SW IT CH O N AND CO NF IR M CO RRE CT O PE RA TI ON AI RFRA ME ENS URE AI RCRA FT I S L EVEL ON THE CA LI BRA TI ON PL AT FOR M FL IG HT B ATTER Y CA LL " CL EA R P RO PS " A ND CO NNECT FLI GHT BATTERY SE LF DI AGNO STI C WA IT FO R DI AGNO ST IC TO FI NI SH & G PS L OC K T O BE ESTABL IS HED (Fl ash in g Bl ue L ig ht ) MON IT OR CHECK FUNCT IO N & QU ALI TY OF A /V L IN K FRO M CA MERA CA LI BRA TI ON MO VE LEF T TRA NS MI TTER STI CK T O TO P L EFT CO RN ER & WA IT FO R BE EP SA VE CA LI BRA

TI ON MO VE LEF T TRA NS MI TTER STI CK T O TO P R IG HT CO RN ER & WA IT FO R BE EP CA MERA P LATF OR M TES T FO R CO NTR OL A ND OPE RA

TI ON TELEMETRY LI NK ENS URE GRO UND STATI ON A ND TR ANS MI TTER DI SPL AYS AR E CO NNEC TED FL IG HT PL AN LO AD I N FLI GHT P LAN FROM GRO UND STA TI ON I F RE QU IR ED (Be ep for E ach Wa ypoi nt ) CA MERA START RECO RDI NG AI RCRA FT A LI GNMENT REP OS IT IO N AI RCRA FT I N TAK E OFF A RE A ON L EVEL GRO UND FA CI NG I NTO WIN D CRE W, PU BL IC & CL IE NT ENS URE ALL C REW , PU BL IC & CL IE NT AR E I N CORRE CT SA FE POSI TI ON S CL EAR ENC E DO WE HA VE CL ER ENCE FRO M A IR TRA FFI C CON TR OL I F REQUI RE D? POWE R UP CA LL " TA KIN G OF F " A ND START MO TO RS (L ef t Tr an sm it ter Sti ck t o Bot to m Ri gh t Cor ne r) TAK E O FF TAK E ON E FI NAL QU IC K L OOK A RO UND , CHECK W IT H O BSERV ER THA T THEY AG REE IT I S SA FE TO FL

Y, POWE R UP A ND TA KE O FF COM MUNI CA

TI ON TH RO UGHO UT ENTI RE FL IG HT STA Y IN A UD IA BL E CO NTAC T W IT H O BSE RVER, LI STEN FO R BA

TTERY WA RNI NG S, A IR SPA CE I NFRI NGEMENTS O R P UBLI C ENC RO AC HMENTS LAND IN G BEFO RE LAND IN G, CHE CK WI TH OB SE RVER, HO VER O VER L AND IN G A RE A. TA KE A QU IC K L OOK BEL OW A IR CRA FT A ND CA LL " LA ND ING " A ND TH EN LAND

.

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### B6: Post

**- flight checklist** 



# PO **ST FLI**  **GH T C**  **HE CKL**  **IS T**  **ITE M**  **ACT IO**  **N / C**  **HE CK**  **TI CK** 

TO UC HDO WN UP ON TO UCHDO WN EMMI DI ATELY STO P MO TO RS (L ef t Tr an sm it ter St ic k t o Bott om

Lef t Cor ne r) POWE R DO WN WA LK TO A IR CRA FT , DI SCON EC T FLI GHT BA

TTERY AND C ALL " SAFE "
REMO VAL REMO VE AI RCRA FT FRO M LA ND IN G AR EA
DA TA R EC OR DI NG RECO RD FL IG HT T IM E DE TAI LS IN PI LO TS LO GBO OK & BA TTERY LO GBO OK
TRA NS MI TTER SWI TC H O FF T RA NSMI TTER
CA MERA ST OP R EC OR DI NG AND SW IT CH O FF
AI RFRA ME CHECK FO R DA MA GE, WE AR , TI GHTNESS O F FI TTI NGS, CO NDI TI ON A ND SECURE

FI TMENT OF PROPE LLER S A ND SE CU RE A TTATCHMENT O F CA MERA BA TTERY REMO VE FLI GHT BA TTERY FRO M A IR CRA FT

, CHE CK RE SI DU AL BATTERY %, RECO RD DETAI LS I N BATTERY LO GBO OK & PL AC E O N CHA RGE I N LI PO SA FE B AG PR OV ID ED THAT TH E BA

TTERY I S N OT

W AR M (I f So A llo w to Cool ) ME MO RY CA RD REMO VE FRO M CA MERA AND BA CK U P T O GRO UND ST ATI ON
REV IE W REV IE W IM AG ES A ND DI SCU SS WI TH CREW A ND O R CL IE NT IF REQ UI RE D

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### AP **PENDIX C**

**– RECORDS FOR EA**  **CH FLIGHT**

**C1: A ircraft Pilot and Crew Log** 

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### C2. Incident Log



### INCIDENT LOG

**Date of**  **In ci**  **dent Time of** 

**incident In** 

**jurie s/**  **Dam ag**  **e In**  **ci de**  **nt de**  **tai ls**  **Ac ti**  **on t ak**  **en / I ncident**  **Report Notes** 

e.g. Ongoi ng I nve st ig at io n

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### C3: Maintenance Log

**MA IN**  **TENANCE LOG**

DA TE RE ASO N FOR

MAI NT ENANC E WO RK DO NE PAR TS R EPL AC ED SYST EM T EST ED YES OR N O NOT ES

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### C4: Battery

**Charge Log**

BAT TE RY NUM BER BAT

TE RY R ESI DUA L % BEFO RE C HA RGE DA TE O F CHA RGE CHA RGE I NP UT

mAh FLI GHT

DURA TIO N PR E- FLI GHT

BAT TE RY C HA RGE % NOT ES 

### BA **TTERY CHARGE LOG**

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### C5: Software Update Log

**SO FTWARE UPDATE LOG** 

DA TE CURRE NT

SO FT WAR E/FI RM WAR E VER SI ON UPDA TE D

SOFT WAR E/FI RM WAR E VER SI ON SU CCE SFU L INS TA LLA TI ON YES OR N O SYST EM T EST ED

YES OR N O NOT ES

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### AP **PENDIX D**

**– RISK A**  **SSESSMENT FORM**

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### AP **PENDIX F**

**– AI**  **RCRAFT SYSTEMS**

**– DUA**  **S 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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**Item Limitations (as specified by manufacturer** 
Operational Ceiling 5,000ft amsl Operational Endurance 15 minutes (At 20 000mAh and 6.7 Kg Takeoff Weight) Maximum Speed 70kts (Horizontal) at sea level We ather Dry conditions Maximum OAT +40 ° C Minimum OAT

- 5 ° C Maximum Wi nd 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 Motz illa Payload Datalink Frequency 2.4 GHz

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### UAS Operations Manual

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. June 1, 2015 **Copyright © 201 5**  **Insight Aerial Concepts, LLC**

### UAS Operations Manual

Issue 1

. June 1, 2015 **Copyright © 201 5**  **Insight Aerial Concepts, LLC**

### UAS Operations Manual

Issue 1

. June 1, 2015 **Copyright © 201 5**  **Insight Aerial Concepts, LLC**

### UAS Operations Manual

Issue 1

. June 1, 2015 **Copyright © 201 5**  **Insight Aerial Concepts, LLC**

### UAS Operations Manual

Issue 1

. June 1, 2015 **Copyright © 201 5**  **Insight Aerial Concepts, LLC**

### UAS Operations Manual

Issue 1

. June 1, 2015 **Copyright © 201 5**  **Insight Aerial Concepts, LLC**

### UAS Operations Manual

Issue 1

. June 1, 2015 **Copyright © 201 5**  **Insight Aerial Concepts, LLC**

### UAS Operations Manual

Issue 1

. June 1, 2015 **Copyright © 201 5**  **Insight Aerial Concepts, LLC**

### UAS Operations Manual

Issue 1

. June 1, 2015 **Copyright © 201 5**  **Insight Aerial Concepts, LLC**

### UAS Operations Manual

Issue 1

. June 1, 2015 **Copyright © 201 5**  **Insight Aerial Concepts, LLC 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 (va lues, alarms, settings, etc.)

 Super Low Latency

 Antenn a Status Detection and Alters

 Smart Port Supported Fail Safe

### UAS Operations Manual

Issue 1

. June 1, 2015 **Copyright © 201 5**  **Insight Aerial Concepts, LLC d.**  **Ground System Specification**

Not applicable for IAC

.

**e. Failsafe Feature PixHawk PX4**  **Controller**

The PixHawk Flight Control Sy stem will enable the Duas X8L to enter Failsafe mo de when its connection to the Remote Controller is lost. The Flight Control Sy stem will automatically control the aircraft to return to home and land to prevent injur y 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 o f 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)** 

**---- Au**  **tomatic landing** The Flight Control Sy stem will keep the aircraft level during descent and landing. It may be drift during the descent and landing process.

 **Ready to Fly**

**---- Au**  **tomatic go home and land** The Flight Control Sy stem will automatically control the aircraft to fly back to the home point and land.

### UAS Operations Manual

Issue 1

. June 1, 2015 **Copyright © 201 5**  **Insight Aerial Concepts, LLC** 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 hom e after Failsafe activation, aim to only fly i n GPS Ready mode. (2)The UAV will automat ically 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. Ma**  **intenance of DUA**  **S X8L**

**Software and Firmware Update Policy** The ma nufacturer of the UAS
, DebonAir UAV Technologies
, frequently releases updated firmware for the s ys tem. IAC is notified of any software upgrades by an automatic e

- ma il 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 fl ight controller can be downloaded from http://www. http://www.open

tx.org/

. The firmware for the flight controller shall also be installed by a n approved technician as selected by IAC during maintenance

.

### UAS Operations Manual

Issue 1

. June 1, 2015 **Copyright © 201 5**  **Insight Aerial Concepts, LLC** 

### AP **PENDIX H** 

**– CUSTOMER CONTA**  **CT FORM**