FLYTCAM MOTION PICTURES NIGHT OPERAIONS MANUAL 

1. PURPOSE: This manual describes operations standards for sUAS flight operations at night. This 

manual provides procedures for normal and abnormal operations for night flying. This manual 

does not supersede stricter requirements which are spelled out in the 333 Exemption and 

applicable COA’s or section 14 CFR Section 107 and its waivers. Pilots and crews are reminded 

that section 333 and Part 107 cannot be combined per federal guidance. 

2. Definitions: 

a. NIGHT: "The time between the end of evening civil twilight and the beginning of 

morning civil twilight, as published in the American Air Almanac, converted to 

local time." That's the FAA's definition in FAR 1.1.

b. Participating Person: This is only persons required for the safe operation of the 

aircraft as defined under the preamble to the Part 107. These include the Pilot, 

Camera Operator, and Visual Observers.

c. Consenting Non-Participating Persons: Are not required for the safe 

operation of the aircraft. These are people that consent to being present and or 

the subject of the aircraft operations such as production set talent and 

crewmembers not associated with the aircraft operation. If certain set crew have 

aviation backgrounds or prior set experience with the UA’s they may be used to 

aid in enhancing the safety of the UA operation. But unless trained by Flytcam 

standards they will be considered non-participants for this purpose. Flight 

directly over these personnel will be limited to the scope of the 333 MPTOM 

and/or 107.39 Waiver, whichever is applicable. Exceptions, will be any set 

personnel coincidentally possess a Part 61 pilot cert for night operations or Part 

107 cert with previous night experience.

d. Non-Consenting, Non-Participating Persons: These are not aware of the UA 

operation and have not been briefed to any safety mitigation and are considered 

in danger in vicinity of UA operations.

3. Night operations training and currency criteria for the pilot in command.

a. Current Part 61 Pilots flying under a 333 exemption or part 107 who have been trained 

and are not restricted for night operations for their certificates in appropriate category 

and class of aircraft where night training is appropriate. This includes airplanes, 

helicopters and airships. Aircraft such as powered parachutes, free balloons, and gliders 

typically do not receive night training which will subject to sub part b.

b. Part 61 Pilots flying under a 333 exemption without prior night flight training will receive 

1 to 2 hours of ground instruction from a qualified AGI, CFI or DPE on the night 
physiology subjects for visual illusions. 

c. Part 107 only pilots will be trained in accordance with subpart b of this section.

d. All pilots in command will demonstrate that they can perform a precise safe takeoff and 

landing as well as safely maneuver the aircraft before performing night operations 

under Part 107 or 91 rules. Pilots will demonstrate that they can safely navigate the 

aircraft by visual means and can demonstrate they can competently use CRM with visual 

observers to aid in enhancing flight safety as appropriate. Pilots must demonstrate the 

ability to adequately handle emergencies as described in the Emergency and Abnormal 

Procedures Section. This may include flying beyond the launch site and having the 

position lights momentarily extinguished to see if the pilot can use all available means to 

recover the aircraft. Use of flight training devices such as simulators maybe used to 

meet this requirement.

e. Before any commercial night operation commences the pilot in command will have 

performed within 30 days three night flights greater than five minute duration with the 

system to be used. Pilot maneuvers the aircraft beyond 500 feet from the launch point 

to an altitude of at least 100 ft AGL. Pilots will practice in at least one flight to maintain 

a safe hover without the use of GPS or other sensor position hold functions. One 

landing under non-hold functions must be performed. Manual flight and landings are 

not required for the DJI Mavic systems which do not have user selectable modes. This 

requirement will be met in a legacy system that does.

4. Night operations training criteria for Visual Observers.

a. Receive 1 to 2 hours of ground instruction IAW Section 3 sub part b.

i. This condition will be waived if any VO’s have formal FAA night flying experience 

to include student solo night flight within the last two years. Any part 61 pilot 

with night experience meets this criteria.

b. Practical training of three night flights giving call outs to the pilot in various 

maneuvering configurations as in daylight training standards.

c. VO’s will reasonably demonstrate that they can give the pilot flying an accurate 

depiction of aircraft attitude, altitude and speed as well as proximity of obstacles.

d. VO’s will be trained on various abnormal and emergency procedures and expected 

actions to handle them as appropriate in this manual.
e. This section maybe waived if pilots who meet the requirements under section 3 act as 

VO’s.

5. Weather Criteria

a. Cloud and visibility requirements.

i. 1000 Above

ii. 1000 Below

iii. 1SM Lateral from the Clouds

iv. 5 SM of visibility 

b. Winds 

i. Radius of 200 feet or greater of a structure or 50 ft AGL or above the max 

structures height will follow max operating limits of the aircrafts operations 

manual.

ii. Within 200 feet of large structures below 50 ft AGL will be 15 Knots or 2/3’s the 

max operating limitation, whichever is less.

iii. Within 50 feet of structures below 50 ft AGL the winds will be no more than 10 

Knots or one half the max limits of the operating manual whichever is less.

6. Performance Limitations:

a. Speed: not to exceed 50MPH or 43 Knots or what is reasonable within the vicinity of 

multiple close-in obstacles. PIC’s will use judgement as to not violate 14 CFR Part 91.13 

careless or reckless operation of an aircraft or 107.23.

b. Altitude not to exceed 200 ft AGL or 200 ft above a structure as allowed by 107.29 

waiver or applicable 333 exemption amendment.

7. Aircraft and Ground Minimum Equipment List (MEL)

a. An anti-collision beacon or strobe light viewable up to 3SM or greater. 

b. Multicolor positon lights to discern the positions of the front and rear of the aircraft 

such as green LED lights in the rear and red LED lights in the front.

c. Telemetry instrumentation such data that is either downlinked to a smart device app or 

interlaced on an On Screen Display (OSD) Device with a viewable video monitor. Must 

include at a minimum the following.

i. Ground Speed

ii. Altitude 
iii. Attitude 

iv. Proximity and bearing of the aircraft in relation to the launch point 

v. Battery status information which includes the minimum in flight voltage

d. Example of an acceptable devices is the telemetry which is downlinked to the DJI GoApp 

for DJI Inspires, Phantoms, Mavic and the Matrice series using Lightbridge 2. Legacy 

equipment that uses DJI iOSD. Note: The attitude indicator that is displayed on the 

iOSD uses the Russian standard which shows the bank angle as a third person looking 

the tail of the aircraft versus mimicking a horizon similar to a turn and bank indicator. 

The GoApp has a standard artificial horizon ADI. 

8. Crew minimum equipment list

a. Flashlight 

b. Bright Yellow Vests 

c. Two way radio 

d. Pilot air band radio as required for ATC or traffic pattern monitoring.

9. Preflight Actions 

a. Area Survey: 

i. The Pilot in command will at a minimum conduct a ground survey of the flight 

area prior to all night operations. This survey will be conducted to note all 

potential obstacles and hazards. These obstacles will be compared to GEO data 

from sources such as Google Earth. This will determine the need for one or 

more visual observers to be placed in vicinity of the obstacle if the flight is to be 

conducted beyond the near vicinity of the PIC. As a technique, the PIC may 

conduct a daylight flight survey to scope out the altitudes of these obstacles and 

plan to adjust the altitudes accordingly. This survey will aid in setting an 

appropriate return to launch altitude in the event of a lost link.

ii. The PIC will conduct an airspace survey using a VFR Sectional Chart to gain 

situational awareness of any areas which may have increased air traffic volume. 

iii. During crew arrival to site location the PIC will do a walk through with the rest 

of the crew all potential obstacles in the area so they are familiar. 

b. Aircraft Equipment:

i. All standard preflight actions apply to night operations.

ii. Verify that the battery is fully charged for the beacon.

iii. Verify the position lights are in working order.

c. Site safety preflight briefing:

i. This will be accomplished IAW with the briefing guide in the company manual.
ii. Emphasis on night operations and additional safety concerns will be discussed.

d. Ground Equipment:

i. Verify that all ground two-way radios are in working order and communications 

check is performed at the site locations.

ii. Verify that flashlights are in working order 

10. Night Flying Normal Operations:

a. Set the return home point to a minimum of 25 feet above the highest obstacle in direct 

return path not to exceed 200ft AGL or highest waived altitude for an area.

b. If required use Visual Observers for the following

i. To control access to the area for non-consenting, non-participating personnel.

ii. Place Visual observers in vicinity of obstacles which may be a danger to the 

aircraft. Visual observers will be positioned in a manner to see the aircraft 

approaching an obstacle laterally as to ensure the altitude clearance.

iii. Obstacle and terrain avoidance will be the priority of visual observers stationed 

for that purpose. All VO’s will look out for non-participating air traffic and alert 

the pilot as soon as possible.

iv. VO’s will scan the sky for any air traffic conflicts as appropriate.

c. If the aircraft moves beyond the immediate vicinity of the pilot. Conduct an initial flight 

at the area at a reduced pace not to exceed 10MPH or 8 Knots. This will give all crews 

an opportunity to get a visual orientation of the aircraft to the obstacles and allow for 

flight adjustments to be made prior to flying the aircraft to the planned performance 

parameters.

d. The PIC will ensure the aircraft always remains in the immediate sight line. At no-time 

will the aircraft be positioned or masked behind terrain or obstacle.

e. The use of vision enhancing devices for the sole purpose of navigating the aircraft will 

be prohibited with the following exceptions.

i. Use of the devices are authorized by an FAA waiver.

ii. There will be another qualified pilot who can monitor the flight visually and take 

manual control of the UA in the event of video black out.

iii. The device uses an opaque glass such as the Epson Movio VR glasses which 

allow the pilot to see through the glass.
f. Pilots will use position lights as a method to orient the aircraft and to verify control and 

performance of the UA. 

g. Visual observers will be utilized to enhance pilot situational awareness to control and 

performance of the aircraft as well as clearing the airspace for traffic. If any situation 

occurs where situational awareness is being degraded by any crewmember the pilot will 

cease maneuvering and will bring the aircraft back toward the home point. More 

discussion on this is presented in the abnormal procedures section.

11. Closed Set Operations

a. Will be conducted in accordance with other company standards and practices as well as 

defied by the MPTOM or 107.39 waiver.

b. Visual Observers will be used if any flight is near consenting Non-Participants.

c. Just as in daylight operations all personnel will be thoroughly briefed to the flight 

operation.

d. Direct overflight on non-participating persons will be avoided unless there is adequate 

set lighting which facilitates in safe closed set operations near people. Most cases 

closed set work night will be very impractical due to limitations to camera. Some sets 

have lights that allow for night shots to be accomplished at intensities which light an 

area up almost as if there is daylight. 

e. Aircraft will be limited to speeds at or below 15 miles per hour unless the shot is in open 

spaces with limited obstacles.

f. Any flight profile that appears to exceed safety limits will be discontinued.

g. Maneuvering near people and obstacles will be done in an extreme vigilant manner. 

h. Use of set radios positioned along a route will be used to alert any crew or talent of 

appending dangers the aircraft may pose.

i. Flights over vehicles on controlled or closed roadways will be authorized with caution.

j. Flights over Consenting Non-Participating people in non-lit areas is prohibited.

12. Abnormal or Emergency Operations: Most of these procedures are analogous with daytime 

operations with added emphasis on night time issues. Refer to company manual for general 

operations on any procedure not mentioned in this manual. 
a. Loss of Visual LOS Contact or visual orientation by the pilot in command with good

downlink and GPS. This procedure assumes mild case to the worst-case scenario is one 

where the aircraft’s position can no longer be discerned visually by the loss of all 

external lighting which includes, loss of an independent strobe light, loss of the aircraft 

boom marker lights and with some systems loss of the rear mode annunciator light. 

This would have to be the “perfect storm,” event. The most likely scenario is the loss of 

one of the lights such as the anti-collision strobe. In this case the position should be 

available to the pilot to aid in returning to home. If the position lights are lost and the 

strobe is available, the concern is safely navigating back to the launch site. Another 

possibility of the loss of visual contact to the aircraft could be due to the aircraft lighting 

being masked by distant lights of the terrain such as if flying against a lit city backdrop. 

If anyone of these lights are lost the following procedure should be robust enough to 

safely recover the aircraft. 

i. Cease maneuvering 

ii. Place the aircraft in position hold 

iii. If the aircraft is not equipped with a pilot nose camera, the pilot or camera 

operator will use the payload camera as an option to aid in returning the 

aircraft.

1. Place the camera at the nose of the aircraft if able.

2. Set camera controls to MAX ISO, MAX open Aperture set the shutter 

speed to 1/12th of second. This is so that the camera is maximized for 

the lowlight conditions.

3. If able try to key off any known environmental area lighting such as city 

lights.

4. VO’s and any available crew members will use whatever light sources 

are necessary to acquire the home point through the camera such as 

flashing vehicle lights and flash lights. 

iv. Climb to 200 feet AGL using telemetry as an aid to verify altitude.

v. Coordinate issue with VO’s if applicable 

vi. If the VO’s are visual they will give the position and altitude as well as direction 

of travel of the UA back to launch point.

vii. Yaw the aircraft until position lights are visible. Once lights are visible use 

appropriate stick commands to bring the aircraft back to launch point. Use the 

telemetry to verify the distance to home point is decreasing. If the aircraft 

position lights are not visual continue to yaw until the rear annunciator light is 

visible. This is an indication that the tail is facing toward the home-point.

viii. If the aircraft is not able to be visually acquired use the data telemetry as a 

necessary to orient the nose to the home point.
1. On the DJI GoApp this is accomplished two ways. One is an aircraft 

position marker of the aircraft in relation to the home point on a 

multifunction attitude and positon instrument which resembles a 

“Radar Screen.” Yaw the aircraft until the red arrow points toward the 

home point and push the pitch stick forward.

2. On the DJI GoApp there is a moving map display that shows the aircraft 

position and home point can be used in conjunction or in lieu of the 

“radar screen.”

3. Aircraft using On screen display devices have a pipper or diamond when 

centered on the screen shows the aircraft to be pointed toward the 

home location.

ix. If the aircraft is reacquired revert to visual means to navigate back to home 

point and land.

x. If the aircraft is not reacquired use the telemetry data and camera if available to 

navigate back. Once overhead the aircraft should become audible to the crew. 

Carefully lower the altitude and use any means necessary to acquire the landing 

spot. Have crews shine flashlights IVO of the motor sounds. Once the aircraft is 

visual continue to land.

xi. Land as soon as practical and terminate operations with that aircraft until it can 

be deduced that safe flying can be accomplished.

b. Loss of Visual Contact or orientation by the pilot in command with loss of downlink 

with GPS condition unknown.

i. Perform all steps in section a, with the exception of trying to use the camera 

and telemetry as it may not be present.

1. In this step it may be necessary to attempt to climb above 200 ft AGL as 

a momentary deviation to aid reacquiring the aircraft. This may be 

needed if the aircraft lights are being attenuated by surrounding light 

sources. A climb to a higher altitude may aid in making the aircraft 

more visible above the horizon line. This should only be cone with due 

caution to the airspace and surroundings. Once the aircraft is acquired 

and the pilot has positive control of the UA. A decent will be 

immediately initiated back to regulatory altitudes. Pilots should take 

care and note any surrounding conflicts with other air traffic before 

opting to do this. Any deviation of altitude in controlled will reported 

immediately and an incident report completed and submitted if 

required.

ii. Note the time of the lost downlink.
iii. If the aircrafts position and direction is reacquired manually navigate back to 

the home point and land.

iv. If the aircraft cannot be reacquired the only option is to place the aircraft into 

failsafe return to home.

1. If downlink signal returns refer to section a.

2. If downlink does not return continue to look for the aircraft by scanning 

the sky with all available means. Including having a VO go to the last 

perceived known positon. 

3. Once the aircraft is overhead it should start its auto land sequence. 

Clear the landing area of any personnel and equipment until it has 

safely landed and shut its motors off. 

4. Terminate flight operations 

5. If the aircraft never returns this assumes a loss of GPS signal or an error 

in the return to home sequence. 

a. Alert ATC if applicable

b. Search the last known area of the aircraft as well as an area of 

the last known wind directions. 

c. Loss of all contact of the aircraft with a degraded or failed GPS.

i. Perform all steps in section b. Placing the aircraft in failsafe may allow the 

aircraft to return if the GPS dropout was momentarily.

ii. Have VO’s or any other crew immediately try to find the aircraft.

iii. If contact is able to made land as soon as possible and terminate the flight.

d. Loss of visual contact by the visual observer with the pilot still in contact.

i. Cease maneuvering 

ii. Climb to 200 ft AGL or known safe altitude above obstacles.

iii. Return to Launch Point 

1. If VO reacquires the aircraft flight maybe continued if deemed safe to 

do so. 

2. If VO does not reacquire the aircraft land as soon as practical.

e. Loss of GPS or Downlink: Any indication of a failing GPS or downlink. In the case of a 

lost downlink the aircraft ay still have a control or command link. This is not for a 

momentary dropout. Momentary dropouts may occur. This is for a full navigation or 

downlink dropout.
i. Use manual navigation to return home

1. If Downlink is Present use the camera and available telemetry to return

2. If downlink is not present continue to navigate by VLOS until landed and 

recovered.

ii. Land as soon as practical 

iii. Terminate operations until source for lost downlink or GPS can be discerned 

f. Loss of command link with good GPS

i. Monitor return home status 

1. If link returns land as soon as practical 

2. If link fails to return, clear the landing area until motors stop

ii. Contact ATC if applicable 

iii. Terminate the flight until link can be established and source can be determined 

g. Uncommanded loss of control of aircraft: 

i. Monitor speed and direction of the UA.

ii. Clear the area if applicable 

iii. Contact ATC if applicable 

iv. Search for lost aircraft if impact site is unknown

h. Possible airspace and aircraft incursions:

i. Discontinue Maneuvering 

ii. Descend to the lowest minimum safe altitude for obstacles and terrain

iii. Navigate back to the launch point and land until incursion ceases

i. Incursions with non-consenting non-participating persons

i. Discontinue Maneuvering 

ii. Move the aircraft away from the vicinity of the person
iii. Return to launch point

iv. Have VO’s approach the person in a controlled area once the aircraft is safely 

clear of obstacles

v. Land as soon as possible 
Examples of the systems and VO techniques

Figure 1 Example of the Typical On Screen Display DJI iOSD

 Figure 2. An example of the DJI GoAPP which is used by the DJI Inspire and 3rd Gen DJI Models

In figure 2. The radar ADI is showing the aircraft in 5 a degree bank turn. The red arrow on the radar is 

the position of the aircraft in proximity to the home point in relation to where the Pilot is standing. In 

Home point Indicator

VVI

Speed

ALTITUDE 

Distance from Home

“The Radar/ADI 

Distance from Home
this case its SSE of the home point. A slight forward diagonal stick movement to the right will bring the 

aircraft closer to the home point. The example of the map view on the bottom right shows two useful 

pieces of information. The light blue dot showing the pilots controller and direction to the home point 

which is left of the pilot. The aircraft in this case is SSW of the home point. In this example the map is 

not an accurate correlation to what is being displayed on the Radar/ADI and is only being used as an 

example.

Figure 3. Visual observer placement.

The VO is placed in a manner so the aircraft is viewed approaching the obstacle laterally.

VO
 Figure 5 VO’s perspective from the profile view of the flight path

Here you can see the VO has a clear view of the aircraft’s altitude in relation to approaching an obstacle. 

This allows for the best way to discern if the aircraft is well clear of it or if a climb is required.

Figure 6. VO’s perspective from viewing the rear of the aircraft as it approaches an object.

“CLIMB”
Here the VO or the pilot looking at the obstacle and UA head on do not have a reliable awareness of the 

proximity to the object. As long as the PIC keeps the sky in between the object and the UA the pilot has 

reasonable assurance that the UA can clear it. At night the ability to see the horizon and sky against an 

object maybe degraded which further enhances the issue of safely clearing it. Just like a daytime shot 

there maybe instances where the flight will be intentionally below the obstacle for a brief period and 

then require a climb to clear it. This is where having the VO viewing the lateral motion as in Figure 5 is 

the best method for determining where the AC is relation to the obstacle.

Figure 7 Example of multi-color position lights.

Figure 8 Position indicators of the rear of the aircraft.

C C

Straight 

and Level

Left Bank Right Bank
 Figure 9 Example of the front view of the aircraft through red position lights.

CC

Straight Right Bank Left Bank

and Level