Jason Tinacci Photography

Safety Protocols and System Controls

Appendix C

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 conduct of 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 PIC and Observer are both in place and ready.

• Insure NAZA-M Software is preset with 200 feet maximum altitude and 750 feet 

maximum range.

• Insure NAZA-M 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 batteries manually and via Ground Station to insure fully charged and 

ready for use.

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

operation.

• Inspect propellers for proper fit, 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 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 no less than 6 satellites.

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

• Fail-Safe. Auto-Land, Return-to-Home, Home-Lock, Command Shut-Off, and 

Software-Based Altitude and Range maxima are confirmed OK and operable.

1.4 Inspect Flight Area:

• Vicinity of public safety helipads/heliports.
• Vicinity of medical helipads/heliports.

• Vicinity of light poles.

• Vicinity or utility wires.

• Vicinity of trees.

• Flocks of birds that may cause interference and potential flight impact.

• 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 best and safest point of takeoff and landing.

• If in a subdivision or area that is within 150 feet of a residential street, post 

warning sign(s)/stand(s) "Attention Aerial Photography In Progress - Remain 

Back 150 Feet ".

1.6 In-Flight Protocol:

• Takeoff and land from same location.

• Reporting of Ground Control Station 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 or aircraft, curious public, and approaching 

vehicles.

• Do not allow anyone to engage in conversation or distract the remote control 

pilot.

• 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 and secure battery to prevent accidental activation of propulsion 

system.

• Remove props to prevent accidental activation of propulsion system.

• Secure UAS in a safe location.

• Remove all warning signs from public access areas.

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 Best Practices 

2.1 The UAS may not be flown at an indicated airspeed exceeding 30 knots.

2.2 The UAS must be operated at an altitude of no more than 300 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.

2.3 The UAS must be operated within visual line of sight (VLOS) of the Pilot In 

Command (PIC) at all times. This requires the PIC 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.

2.4 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.

2.5 Prior to each flight, the PIC must inspect the UAS to ensure it is in a condition 

for safe flight. If 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 is found to be in a condition for 

safe flight. The Ground Control Station must be included in the preflight 

inspection. All maintenance and alterations must be properly documented in the 

aircraft records.

2.6 Any UAS maintenance or alterations that affect the UAS operation or flight 

characteristics, e.g. replacement of a flight critical component, must undergo a 

functional test flight. The PIC who conducts the functional test flight must make 

an entry in the aircraft records.

2.7 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.

2.8 The operator must follow the UAS manufacturer’s aircraft/component, 

maintenance, overhaul, replacement, inspection, and life limit requirements.
2.9 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).

2.10 The UAS may not operate within 5 nautical miles of an airport reference 

point as denoted on a current FAA- published aeronautical chart.

2.11 If the UAS 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.

2.12 The PIC must abort the flight in the event of unpredicted obstacles or 

emergencies in accordance with the operating documents.

2.13 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.

2.14 The UAS must remain clear and yield the right of way to all manned aviation 

operations and activities at all times.

2.15 The UAS may not be operated by the PIC from any moving device or 

vehicle. 

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

2.17 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 UAS, 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 

that 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.

2.18 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.
2.19 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.