Brock Wilkerson

FAA Sport Pilot Certificate Number 3014478

Academy of Model Aeronautics (AMA) Number 1049672

Safety Protocols and System Controls

Required Best Practices – Extracted and Adapted from FAA Exemption

11138

1.0 Safety Protocols and System Controls. Safety of the public - on the ground and in the air - is

the most important consideration for the Pilot-In-Command, and safety must be considered before/during/after

all flight-related activity. The following safety protocols and system controls must be implemented for

each flight event.

1.1 Pre-Flight Aircraft Protocol:

 Insure Pilot-in-command and Visual Observer are both in place and ready.

 Insure Inspire 1 Software is preset with 400 feet maximum altitude and 1000 feet maximum range.

 Insure Inspire 1 Software is preset to Intelligent Orientation Control to allow both manual and automated

activation of Fail-Safe and the Low-Battery mode to result in a Return-to-Home.

 Insure First Person Viewing is enabled.

1.2 Pre-Flight Ground Protocol:

 Check Intelligent Flight Batteries manually and, via Ground Monitor, insure it is fully charged and ready for use.

 Inspect batteries for damage, lumps, or leakage that may affect proper operation.

 Inspect propellers for cracks, chips or damage that may cause sudden loss of propulsion or

 unmanageable/uncontrolled flight.

 Check weather forecasts for wind advisory or other conditions that my impact flight.

 Consult five (5) mile radius map for airport vicinity.

 Contact respective airport manager to advise of estimated flight time, estimated flight duration,

 estimated elevation of flight, and any other pertinent information.

 Conduct Compass Calibration for every flight.

 Conduct GPS lock to at least 6 satellites and registration of Home Point on Ground Station for every flight.

1.3 Pre-Flight Ground Control Station Protocol:

 Insure Ground Control Station is linked to aircraft.

 Ground Control Station signal strength is OK.

 Battery level monitoring and low-battery warning is OK.

 GPS signals are OK with not less than 6 satellites.

 Real-time monitoring of Altitude/Speed/Geo-Location are OK. 

 Fail-Safe. Auto-Land and Return-to-Home are confirmed OK and operable.

1.4 Inspect Flight Area:

 Vicinity of buildings, machinery and people.

 Vicinity of light poles and utility wires..

 Vicinity of flocks of birds that .may cause interference and potential flight impact.

 Vicinity of trees.

 Vicinity of any elevated obstructions that may pose potential flight hazard.

 Vicinity of roadways with moderate to heavy traffic that can be distracted.

 Public gatherings that may attract viewers. 

 Optional point of control for best visual site of UAS while in flight.

1.5 Takeoff and Landing:

 Inspect area for safest point of takeoff and landing. 

 Use transceiver to alert local air traffic of intended flight, giving location and maximum altitude.

1.6 In-Flight Protocol:

 Takeoff and land from same location.
 Reporting of Ground Control System signal strength is OK.

 Reporting of battery level monitoring and low-battery warning is OK.

 Reporting of GPS signals are OK with not less than 6 satellites.

 Reporting of Altitude/Speed/Geo-Location are OK. 

 Remain alert to birds, sound of aircraft, curious public, and approaching vehicles.

 Do not allow anyone to engage in conversation or distract the Pilot-in-Command or Visual Observer.

 Restrict flight to minimal elevation sufficient to acquire desired results.

 Remain prepared for emergency landing at all times.

 Pay attention to flight time. 

 Set a timer or have a clock as a safety alert.

 Land UAS and shut down propulsion immediately following landing.

1.7 Post Flight:

 Remove battery to prevent accidental activation of propulsion system.

 Secure UAS in a safe location.

 Conduct a Post Flight review with Visual Observer.

1.8 Emergency Situation or Suspected Hazard or Potential Problem ...

 Immediately land UAS at safest and closet ground location in the event of any of the

 following:

 Manned aircraft is heard or seen in vicinity of flight.

 Public gathering within established safety boundary wanting to observe flight.

 Pilot is being distracted from focusing on flight and safety.

 Sudden change in weather (wind bursts) or visibility.

 Sudden increase in vehicular traffic in vicinity of flight.

 Birds enter into proximity of flight.

 Sudden unpredicted and unsafe event that can cause collision, distraction or interruption of control.

2.0 Required Best Practices – Extracted and Adapted from FAA Exemption

 11138

2.1 Operations authorized by this grant of exemption are limited to the following aircraft described in the

 operating documents which is a quad-rotor aircraft weighing less than 6.5 pounds: DJI Inspire 1

 Unmanned Aircraft System (UAS). Proposed operations of any other aircraft will require a new petition

 or a petition to amend this grant.

2.2 The UA may not be flown at an indicated airspeed exceeding 30 knots.

2.3 The UA must be operated at an altitude of no more than 400 feet above ground level (AGL), as

 indicated by the procedures specified in the operating documents. All altitudes reported to Air

 Traffic Control (ATC) must be in feet AGL.

2.4 The UA must be operated within visual line of sight (VLOS) of the Pilot In Command (PIC) and/or

 Visual Observer (VO) at all times. This requires the PIC and/or VO to be able to use human vision

 unaided by any device other than corrective lenses, as specified on the PIC’s FAA-issued airman

 medical certificate.

2.5 All operations must utilize a visual observer (VO). The UAS must be operated within the visual line of

 sight (VLOS) of the VO at all times. The VO may be used to satisfy the VLOS requirement as long

 as the PIC always maintains VLOS capability. The VO and PIC must be able to communicate

 verbally at all times. The PIC must be designated before the flight and cannot transfer his or her

 designation for the duration of the flight. The PIC must ensure that the VO can perform the

 functions prescribed in the operating documents.

2.6 The operating documents and this grant of exemption must be accessible during UAS operations

 and made available to the Administrator upon request. If a discrepancy exists between the

 conditions and limitations in this exemption and the procedures outlined in the operating

 documents, the conditions and limitations herein take precedence and must be followed.

 Otherwise, the operator must follow the procedures as outlined in its operating documents. The
 operator may update or revise its operating documents. It is the operator’s responsibility to track

 such revisions and present updated and revised documents to the Administrator upon request. The

 operator must also present updated and revised documents if he petitions for extension or

 amendment to this grant of exemption. If the operator determines that any update or revision would

 affect the basis upon which the FAA granted this exemption, then the operator must petition for

 amendment to its grant of exemption. The FAA’s UAS Integration Office (AFS-80) may be

 contacted if questions arise regarding updates or revisions to the operating documents.

2.7 Prior to each flight, the PIC must inspect the UAS to ensure it is in a condition for safe flight. If

 the the inspection reveals a condition that affects the safe operation of the UAS, the UAS is

 prohibited from operating until the necessary maintenance has been performed and the UAS

 found to be in a condition for safe flight. The Ground Control Station must be included in

 the preflight inspection.

2.8 Any UAS maintenance or alterations that affect the UAS operation or flight characteristics, e.g.

 inoperable components, items, or equipment, not already covered in the relevant sections of

 the operating documents, must be reported to the proper agency.

2.9 The preflight inspection section in the operating documents must account for all discrepancies, i.e.

 inoperable components, items, or equipment, not already covered in the relevant sections of the

 operating documents.

2.10 The operator must follow the UAS manufacturer’s aircraft/component, maintenance, overhaul,

 replacement, inspection, and life limit requirements.

2.11The operator must carry out its maintenance, inspections, and record keeping requirements, in

 accordance with the operating documents. Maintenance, inspection, and alterations must be noted

 in the aircraft records, including total flight hours, description of work accomplished, and the

 signature of the authorized person returning the UAS to service.

2.12 The authorized person must make an entry in the aircraft record of the corrective action taken

 and all manufacturer Software/Firmware Downloads.

2.13 Each UAS operated under this exemption must comply with all manufacturer Safety Bulletins

 and all manufacturer Software/Firmware Downloads.

2.14 UAS operations must be conducted by a PIC possessing at least a Sport pilot certificate and at

 least a U. S. valid drivers license. The PIC must also meet the flight review requirements

specified in 14 CFR 61.56 in an aircraft in which the PIC is rated on his or her pilot

certificate.

2.15 Prior to operations conducted for the purpose of aerial videography/photography and mapping of

 cell tower, power lines structures, bridges, other vertical infrastructure & commercial real estate 

property. The PIC must have accumulated and logged, in a manner consistent with 14 CFR 61.51(b), 

a minimum of 25 hours of total time as a UAS rotorcraft pilot including at least 10 hours logged as a 

UAS pilot with a multirotor UAS. Prior documented flight experience that was obtained in compliance 

with applicable regulations may satisfy this requirement. Training, proficiency, and experience 

building flights can also be conducted under this grant of exemption to accomplish the required flight 

time. However, said training operations may only be conducted during dedicated training sessions. 

During training, proficiency, and experience-building flights the PIC is required to operate the UA with 

appropriate distances in accordance with 14 CFR 91.119.

2.16 Prior to operations conducted for the purpose of aerial videography/photography and mapping of cell tower

power lines structures, bridges, other vertical infrastructure and commercial real estate property.

and augmenting real the PIC must have accumulated and logged, in a manner consistent with 14 

CFR 61.51(b), a minimum of 5 hours as UAS pilot operating the make and model of the UAS to be 

used in operations under the exemption; 5 hours make and model time may be included in the 10 

hours of multi-rotor time prescribed above. The PIC must accomplish 3 take-offs and landings in the 

preceding 90 days (for currency purposes). Training, proficiency, experience-building, and take-off 

and landing currency flights can be conducted under this grant of exemption to accomplish the 

required flight time and 90 day currency. However, said training operations may only be conducted 

during dedicated training sessions. During training, proficiency, and experience-building flights the 24 

PIC is required to operate the UA with appropriate distances in accordance with 14 CFR 91.119

2.17 The operator may not permit the PIC to operate the UAS for the purpose of aerial videography/photography

mapping of cell towers, power lines structures, bridges, or other vertical infrastructure

andcommercial real estate property unless the PIC has demonstrated and logged in a manner 

consistent with 14 CFR 61.51(b), the
 ability to safely operate the UAS in a manner consistent with how the UAS will be operated under

 this exemption, including evasive and emergency maneuvers and maintaining appropriate

 distances from people, vessels, vehicles and structures.

2.18 UAS operations may not be conducted during night, as defined in 14 CFR 1.1. All operations must

 be conducted under visual meteorological conditions (VMC).

2.19 The UA may not operate within 5 nautical miles of an airport reference point as denoted on a

 current FAA published aeronautical chart.

2.20 The UA may not be operated less than 500 feet below or less than 2,000 feet horizontally from a

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

2.21 If the UA loses communications or loses its GPS signal, it must return to a predetermined location

 within the planned operating area and land or be recovered in accordance with the operating

 documents.

2.22 The PIC must abort the flight in the event of unpredicted obstacles or emergencies in accordance with the

 operating documents.

2.23 The PIC is prohibited from beginning a flight unless (considering wind and forecast weather conditions)

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

 30% battery power remaining.

2.24 The operator must obtain an Air Traffic Organization (ATO) issued Certificate of Waiver or Authorization

 (COA) prior to conducting any operations under this grant of exemption. This COA will also require the

 operator to request a Notice to Airman (NOTAM) not more than 72 hours in advance, but not less than 48

 hours prior to the operation.

2.25 All aircraft operated in accordance with this exemption must be identified by serial number, registered in

 accordance with 14 CFR part 47, and have identification (NNumber) markings in accordance with 14 CFR

 part 45, Subpart C. Markings must be as large as practicable.

2.26 Before conducting operations, the radio frequency spectrum used for operation and control of the UA must

 comply with the Federal Communications Commission (FCC) or other appropriate government oversight

 agency requirements.

2.27 The documents required under 14 CFR 91.9 and 91.203 must be available to the PIC at the Ground Control

 Station of the UAS any time the UAS is operating. These documents must be made available to the

 Administrator or any law enforcement official upon request.

2.28 The UA must remain clear and yield the right of way to all manned aviation operations and activities at all

 times.

2.29 The UAS may not be operated by the PIC from any moving device or vehicle.

2.30 The UAS may not be operated over congested or densely populated areas.

2.31 Flight operations must be conducted at least 500 feet from all nonparticipating persons, vessels, vehicles,

 and structures unless: a. Barriers or structures are present that sufficiently protect nonparticipating persons

 from the UAS and/or debris in the event of an accident. The operator must ensure that nonparticipating

 persons remain under such protection. If a situation arises where nonparticipating persons leave such

 protection and are within 500 feet of the UA, flight operations must cease immediately and/or; b. The aircraft

 is operated near vessels, vehicles or structures where the owner/controller of such vessels, vehicles or

 structures has granted permission and the PIC has made a safety assessment of the risk of operating closer

 to those objects and determined it does not present an undue hazard, and; c. Operations nearer to the PIC,

 VO, operator trainees or essential persons do not present an undue hazard to those persons per §

 91.119(a).

2.32 All operations shall be conducted over private or controlled-access property with permission from the land

 owner/controller or authorized representative. Permission from land owner/controller or authorized

 representative will be obtained for each flight to be conducted.

2.33 Any incident, accident, or flight operation that transgresses the lateral or vertical boundaries of the

 operational area as defined by the applicable COA must be reported to the FAA’s UAS Integration Office

 AFS-80) within 24 hours. Accidents must be reported to the National Transportation Safety Board (NTSB)

 per instructions contained on the NTSB Web site: www.ntsb.gov.