Kestrel Aerial Video UAV Flight Operations Manual

Kestrel Aerial Video

UAS Flight Operations Manual

Introduction

This manual describes the operations of Kestrel Aerial Video. This 

includes the mission statement, general operations, roles and responsibilities, 

check-lists and specific flight operation procedures.

The intent is to document everything that is needed to be done before, during 

and after a mission.

Mission Statement

We conduct business with the ethic that people, animals, plants and the

world itself are valued and respected. We provide timely, high quality, 

video and photos at an affordable rate using a mature, safe, reliable UAS 

platform. Safety comes first and all UAS operations are conducted using 

standardized processes and procedures that will help achieve a consistent, safe 

and robust operation that produces a first rate product. Our goal is to be easy to 

work with and a model for UAS operations in the region and to continue to 

develop a reputation for safety and professionalism. We aim to become an 

authority in UAS operations and aerial video production while being a trusted, 

contributing and respected member of the local business community. We value 

our business peers and developing and maintaining a mutually beneficial 

relationship of trust, respect and friendship are core values which will direct us 

toward sustained profitability.

Roles and Responsibilities

Primary UAS Operator

Tommy Garrison is the primary UAS operator. The UA operator is 

considered the Pilot In Command (PIC) during UAS operations. The PIC 

has the ultimate responsibility for safety of the aircraft and the safety of persons 

and property in and around the flight operations area during flights. The PIC is 

expected to place safety as the highest priority during flight, and will sacrifice 

the aircraft if the UA threatens or becomes an imminent danger to people or 

property. The PIC is expected to know and follow all applicable and pertinent 

rules and regulations that govern the operation of a UAS in the U.S. National Air 

Space (NAS) as overseen by the U.S. Federal Aviation Administration (FAA). This 

includes the PIC personally holding all identification and certificates proving the 

PIC is qualified and authorized to operate an aircraft in the NAS, including but not

limited to a US state issued motor vehicle operators license, an FAA issued pilot 

or operator license, an FAA issued Section 333 exemption, and any other license 

or permit required by NC or other state or federal entity.

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Kestrel Aerial Video UAV Flight Operations Manual

Gimbal and Camera Operator

Jonathan is the UA gimbal and camera operator. The camera operator is

responsible for ensuring the payload is secure and will not pose any 

safety risk during flight operations. The camera-op is responsible for 

getting the shot. The camera-op will ensure the camera is ready for 

production by using the Camera-Op Checklist and verbally acknowledge 

completion to the PIC during pre-flight operations. The process includes ensuring

that:

● Gimbal and camera are secure (Lock Screw in place and tight).

● Camera battery is fully charged.

● SD card with sufficient space free is in the camera.

● Camera mode is appropriate (Movie,Picture)

● Camera settings are appropriate

● Camera focus is appropriate (Auto, Manual) and checked (focus in FPV).

● Camera is recording or responds to Tx record toggle.

● Gimbal responds to Tx stick input.

● Aircraft is double checked for critical issues or items (pilot checklist)

● PIC is given a verbal OK that camera is secure and safe to fly.

Visual Observer (VO)

The VO, also know as the safety observer, has the primary responsibility

to full-fill the aviation rule to see and avoid other aircraft and obstacles 

in and to flight and to communicate instructions to the PIC such as to 

avoid incident or accident. To do this, the VO must maintain visual line 

of sight (VLOS) with the UA in the event the PIC is unable to do so. This 

can occur in two situations during normal operations. When obstacles in and 

around the flight path obstruct the direct visual line of sight of the PIC for more 

than a brief moment. Also when the PIC is more than occasionally or briefly 

focused on the OSD and FPV monitor and relying on only those forward facing 

views from the FPV and telemetry data to maintain orientation and control of the 

UA during the flight. Both of these two situations must be identified and 

accounted for during the on-site survey and flight planning stage. The point 

where the VO must be positioned, relative to the PIC, such that either the PIC or 

VO will have VLOS to the UA at all times during the flight, must be determined 

prior to lift-off. The VO and the PIC must be in clear, constant verbal 

communication at all times the VO is the primary VLOS reference to the aircraft. 

Radios may be used to augment verbal communication to ensure clear and 

constant communication.

Emergency Procedures

To facilitate rapid and efficient communication between VO and PIC the following 

table of voice communications, and the actions expected on the part of the PIC 

or VO is provided. In the table, an optional “Emergency!” can be prepended to 

the command if warranted or necessary to accentuate it. The background fill of 

the table cell provides the convention of whether the action or command is done 

or given by either the VO or the PIC as follows.

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VO action or command. PIC action or command.

 [Emergency] stop! Sticks to neutral. UA immediately hovers.

 [Emergency!] Fail-safe! Immediately toggle fail-safe.

Descend N meters! Right stick neutral, immediately descend N 

meters.

 Ascend [N meters]! Right stick neutral, immediately ascend [N 

meters.]

 Roll Right! Left stick neutral, immediately roll right.

 Roll Left! Left stick neutral, immediately roll left.

 [Status] AOK -or- [warning or command] [VO] Status?

Below the common causes of an emergency situation are listed and discussed.

Loss of RC control link

There are several reasons and causes for the loss of RC control link or signal. The

general action on the part of the PIC is to observe the aircraft and attempt to 

regain control if and once the RC control link is re-established. The aircraft will 

respond to loss of RC by commands programmed in the flight controller software.

The aircraft will either hover in place or initiate a RTH if GPS lock is active. The 

PIC re-acquires control by switching to manual flight mode, providing a positive 

control input and then switching back to GPS mode. Otherwise the PIC is 

expected to manually fly and land the aircraft in the most expedient and safe 

manner possible.

Loss of GPS

Results in the flight controller going into manual mode. The PIC is expected to 

manually fly and land the aircraft as safely as possible. During the site survey 

and/or pre-flight checks the quality of the GPS signal should be monitored and 

assessed. Most of the advanced flight modes requires a GPS lock with six or 

more satellites to be established and maintained during flight. If the GPS signals

are weak or blocked the flight plan must be a purely VLOS operation without and 

significant use of the FPV for aircraft orientation control. Manual flight mode is 

allowed if the PIC is confident that the flight path can be flown safely.

Loss of engine power

The DJI S900 is a hexacopter. The A2 flight control is capable of maintaining 

attitude control in the case of a motor failing. It requires the PIC to place the 

aircraft in manual mode and carefully fly and land the aircraft.

Advanced Flight Exercises

These exercises, flight procedures and techniques are to be used to establish and

maintain proficiency requirements. The PIC is expected to perform all exercises 

smoothly, safely without issue or incident. Successful execution of all exercises 

shall constitute and satisfy Kestrel Aerial Video PIC proficiency and competency 

training required before flying on a job. 

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Note: These practice procedures and maneuvers should be conducted at a 

designated RC field or in a wide open field with no obstacles or people present 

other than operators and essential persons. Refer to the appropriate aircraft 

manual and the DJI A2 Flight Control System manual for details not included or 

explained below. 

➢ Basic Flight and Tx/Controller Scenarios or Exercises

 Pre-flight and Basic Flight

 Aircraft configuration using PC software. The PIC is expected to be 

familiar with the software and knowledgeable about the appropriate

options and values for all supported aircraft. Currently the aircraft 

are a DJI Phantom 2, a DJI S900, and a 3DR Iris+. The DJI Phantom 

and S900 aircraft software is called the DJI Assistant. The 3DR Iris+ 

is configured using open source software and Ipad/Android 

applications. The important aspect is the fail-safe behavior of the 

craft. When the Iris loses GPS signal in a flight mode that requires 

GPS (loiter, auto, return-to-launch, guided), it lands automatically, 

as indicated by a blinking blue-and-yellow status LED and a highhigh-high-low tone. If the drone loses contact with the RC 

transmitter, the LED will blink yellow and, if less than ten meters 

from home, land automatically, otherwise and if on a mission, it 

returns to the launch point before landing. Using the supported 

software, settings can be changed such that the Iris will go into 

manual mode instead of landing. Similarly, the DJI Assistant 

software can be used to hover rather than RTH if the transmitter 

signal is lost and also enter manual flight mode rather than land. 

The PIC will assess the flight plan and the surrounding environment 

to determine if clear VLOS conditions can be met and set the flight 

mode to hover and manual mode in the event of RC signal loss or 

GPS reception is poor or problematic. The PIC must be ready to fly 

the aircraft manually at any time during the flight. It is at the 

discretion of the PIC whether to abort the flight and land 

immediately or continue the flight plan. If there is significant time 

when VLOS cannot be maintained, the default of rising to a height 

that clears the tallest obstacle, and returning to home before 

landing is appropriate. The PIC will ensure there is sufficient battery

reserve to allow the craft to execute this emergency procedure. For

best GPS-signal strength, always fly outside in an open area.

 Pre-flight operations and checklist routine. Before beginning it is 

assumed there is a flight plan filed which will be executed upon 

take-off. All quad-locked components are checked to be secure. 

The aircraft is inspected for damage or other issue that might affect 

flight since the last take-off or storage assignment. All safety ties 

and storage components are removed from the aircraft. Motor 

arms are raised and locked into position. Rotors are spread evenly 

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and attachment bolts or fasteners are checked for tightness. GPS 

stanchion is raised and locked into position. Battery is securely 

cinched onto the mounting sled with the quad-locked tabs aligned in

the pre-balanced position and the battery/sled is inserted into the 

battery compartment and locked into place. Connect the red 

positive battery terminal and the corresponding red terminal on the 

aircraft. Using only opposing motor arms lift the aircraft from the 

ground, check the balance of the aircraft, and walk the craft to the 

take-off point. The tail of the aircraft should point to the PIC. PIC 

and Camera-Operator will check everything on their respective 

check-lists. If a VO will be necessary, the VO should observe and 

conduct a third-party verification of the pre-flight procedures as the 

VO will be the primary safety observer who maintains VLOS with the

aircraft for a portion of the flight. Before first flight and after any 

significant repair or alteration, the following inspection checks are 

recommended by the manufacturer.

• All parts are in good condition, no aged or damaged 

components.

• ESC mounting and connections good, motor and propeller 

rotation direction verified.

• Mixer Type set in assistant software and Transmitter channel 

mapping and stick movement direction correct.

• IMU and GPS-COMPASS PRO mounted firmly and in correct 

direction.

• All CAN-bus and other connections are tight and secure

• Gimbal, controller, and connections are securely mounted to the 

airframe. 

 Aircraft Power-up, Spin-Up and Kill motors. Power on all ground 

control (GC) transmitters and OSD monitors. Verify GC Transmitters 

are transmitting and connect the black neutral connectors of the 

battery and aircraft to power up the UA. Observe the UA LED-BT 

module for status codes being displayed. Consult the A2 Flight 

Control System manual for meaning of the different codes that are 

displayed. The important status lights are the four rapid green 

flashes signalling a successful GPS lock and home position location 

has been acquired from more than six satellites followed by single 

purple flashes indicating GPS mode with more than six satellites 

used. Transmitters should indicate zero trim settings for all controls,

GPS mode, zero meters AGL, full battery charge and nominal values 

for the remaining telemetry data.

 All toggles forward and bring both sticks in and down to spin-up the 

motors, or to kill motors if spinning. Slowly bring right stick (roll) to 

neutral and left stick (throttle) to the minimum center position after 

spin-up to prepare for take-off.

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 Perform Take-offs and landings. Aim at smooth and firm 

acceleration up off the ground and through the ground effect layer 

to hover at the intelligent gear setting height required for the 

landing gear to be retracted. Landings should be smooth and 

controlled, close to the intended landing location, with a soft and 

level touchdown attitude. The motors should be immediately shutdown if the flight is being terminated upon landing. Power to the 

aircraft should be turned off and battery connection broken and RC 

transmitter turned off to prevent any unintended motor spin-up or 

take-off. Get used to announcing the spin-up and actual take-off, 

gear down and landing in a clear and loud voice. Use the loudspeaker/radio/public address system to become familiar with the 

process.

 Perform basic flight manoeuvres and patterns such as flying a 

triangle, box, cross X, figure 8, etc. keeping the craft oriented such 

as the tail of the craft points back at the operator. And perform the 

same flight patterns with different craft orientations (front of the 

craft oriented left, right, and rearward). Flight should be in a well 

controlled and smooth manner with large or abrupt inputs to the 

controls avoided unless an emergency occurs. Practice aborting a 

maneuver and landing immediately. 

 Hovering. After take-off with the gear down or up, establish a 

hovering attitude a safe distance from the PIC and others. Note the 

status LED and confirm signal lock on more than six (6) satellites 

and GPS mode is active by the regular blink of pink LED. Use the 

OSD monitor and note the number of GPS satellites detected. 

Gently rock the craft by rolling left and right to verify full control and

release the sticks and let the flight controller maintain attitude and 

position. Observe the precision maintained by noting the horizontal

and vertical drift distances. Flip the basic flight mode from GPS to 

ATT (Attitude), which removes the GPS positional lock from flight 

controller, and try to maintain position with the same precision as 

the A2 does in GPS mode. Finally, toggle to ATT/Manual mode, 

which puts the aircraft under direct, manual control of the operator. 

In this mode, both altitude lock and positional lock are disabled. Try

to fly the aircraft and maintain position and altitude.

 Orient the UA to point to the home position using the Home position

indicator in telemetry OSD interface. After take-off hove the aircraft

at least ten (10) meters away from the home position. Slowly yaw 

the aircraft until the diamond symbol sweeps across the display. 

Using the yaw control, position the diamond in the center of the 

display and observe that the aircraft now has the nose of the 

aircraft pointing home. Pitch the aircraft forward and the aircraft 

will move toward the home position. This method can be used to 

orient the aircraft to a known position and can be used to bring the 

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UA back to the home position in case the operator loses orientation 

of the aircraft.

 Home Lock operation is a procedure used to regain positive control 

of the UA when aircraft orientation becomes unknown or 

problematic. In Home Lock, set by toggling the HL switch out at 

least 10m from the home point. Yaw the UA so that it points in a 

direction other than directly away from you. Then, pitching the 

aircraft rearward will cause the aircraft to travel toward the home 

position regardless of the orientation of the aircraft. This method 

brings the aircraft back towards the home position faster than using

the Home position indicator in the OSD. Rolling the aircraft left or 

right will cause the aircraft to circle the home point with a radius 

equal to the distance to the aircraft. Rolling left while pitching 

rearward will result in the aircraft spiralling toward the home point 

regardless of any yaw control input.

 Course Lock. Similar to setting Home Lock, once the UA is further 

than 10m from the home point, orient the craft and begin to fly on 

that heading. Toggle the switch to the CL position and note how 

pitching the craft forward or rearward causes the craft to fly on that 

heading or the reverse heading regardless of the orientation of the 

aircraft. This flight mode is a technique used to allow you to fly 

straight past a subject and keep the nose of the aircraft pointed 

directly at the subject at the same time using the yaw stick.

 Point-Of-Interest. Position the aircraft at least ten meters away and 

above a point of interest. Toggle the IOC switch from off to POI six 

times leaving the switch the POI position. Observe the LED-BT 

module flash blue rapidly 20 times signalling POI successfully set. 

Pitch the craft forward or back from the POI at least five meters to 

set the radius (up to 500 meters). Roll the craft right or left to circle

the POI counter-clockwise or clockwise respectively.

 Banked turn. This IOC setting combines yaw and roll input together 

such that a coordinated banked turn is achieved with only input to 

the roll control stick. The forward direction of the aircraft becomes 

a tangent to a circular flight path with radial arc controlled with the 

pitch and roll controls alone.

 Proportional Control Settings. The Futaba transmitter used with the 

S900 has a three-way switch dedicated to the normal 100%, 50%, 

and 30% proportional input control settings. If a control stick is 

moved to maximum, or 100% of its travel, the transmitter sends a 

100%, 50%, or 30% control input to the aircraft flight controller. For

example pitching the craft forward with the right stick fully forward, 

will result in the aircraft accelerating to 100%, 50%, or 30% of its 

maximum speed. This flight mode is sometimes called slow pan 

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mode and is often used to achieve smooth, stable flight needed for 

videography and cinematic film work. 

➢ GCS and Fail-safe Scenarios or Exercises

 Return-to-launch or Return to home (RTL/RTH). On both the Futaba 

and the DJI transmitter there is a dedicated switch assigned to the 

RTH function. Software settings control aircraft behavior when the 

RTH switch is triggered. Toggling the RTH switch when the craft is 

further that ten meters away from home point results in the aircraft 

stopping and ascending to the altitude set by software, flying 

straight back to the home point and descending to land. Care 

should be exercised to set this altitude to clear the highest obstacle 

in the flight area.

 RC transmitter signal lost results in two behaviors depending on 

software settings. Either it triggers a RTH fail-safe, or it causes the 

aircraft to stop and hover at the last position and altitude before the

loss of signal. Regaining control of the aircraft once the RC signal is 

established again is the same in both cases. The flight mode switch

is set to ATTI or Manual mode and a control stick input is made 

gently and smoothly and the PIC or VO verifies the correct response 

from the aircraft, and then positions the switch back to GPS mode. 

Care should exercised to minimize control input when switching 

from one flight mode to another. If the GPS signal was maintained, 

control should be regained in GPS mode. If the GPS signal is also 

lost, depending on software setting, the flight controller either lands

the aircraft directly, or sets Manual mode and the PIC is expected to

immediately and active take control the aircraft and fly or land the 

craft.

 Manual mode. RC transmitter signal loss is not often easy to 

simulate or test. To practice flying the flight mode and be toggled 

to Manual mode and the PIC will fly the aircraft without positional or 

altitude lock. Care should be exercised that this procedure be 

conducted only after the PIC is fully competent in flying the aircraft 

in GPS mode and in a clear and open area well away from people 

and property.

 Low Battery Fail-safe. There are two battery level triggers available 

in the A2 flight controller. The first level triggers a warning flash of 

repeating yellow. Software can be used to set a RTH at this level, 

but normally only LED indication is given. Note that the battery 

level is also shown in the OSD and begins to blink when the first 

level is reached. The second level triggers a warning flash of 

repeating red followed by the aircraft immediately descending to 

land. Software can be used to set just the LED indicating blink but it

is not recommended. In a clear, level and wide open smooth area 

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allow the craft to fly beyond the battery levels and allow the aircraft

to land automatically to experience the behavior.

Flight Check List

 Ensure motor arms raised, packing foam removed, props spread

 Check GPS mast raised and all electronics are secure

 Check all props for damage

 Confirm launch area clear for take-of

 Confirm Controllers are transmitting

 Check battery is secure and connect battery leads

 Confirm Init. Successful with GPS lock

 Confirm PIC FPV, Battery Volt., GPS, All switches forward

 Perform compass calibration, if first flight

 Confirm gimbal function and settings

 Confirm camera settings, focus and FPV monitor

 Announce camera recording (Cam-Op)

 Announce motor spin up (PIC)

 Check airspace and announce take-of

 Announce landing

 Announce camera recording stop

 Confirm camera power of and aircraft power of

 Confirm transmitters and OSD monitors of

 Confirm camera lens cover on, transmitters secure, aircraft in 

storage configuration with props secure.

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