Martinez Aerial Video Services

 Operations Manual 

Issue 1.0: 28 June 2015 

Copyright © 2015 Martinez Aerial Video Services

 

OPERATIONS MANUAL

DJI PHANTOM 3 PRO

This document is a combined Safety and Operations Manual that covers all the 

appropriate aspects of Martinez Aerial Video Services required to satisfy the 

requirements of FAA permissions and exemptions for Aerial Work. 

Document Reference: Martinez Aerial Video Services/OM 

Issue 1 – June 28 2015 

Copyright © 2015 Martinez Aerial Video Services 

All rights reserved. Copies of this publication may not be reproduced for personal, company or 

organization use without the expressed permission of Martinez Aerial Video Services.
Issue 1.0: 28 June 2015 ii 

Copyright © 2015 Martinez Aerial Video Services

 

INTENTIONALLY LEFT BLANK 
Martinez Aerial Video Services

 Operations Manual 

Issue 1.0: 28 June 2015 i 

Copyright © 2015 #CompanyName

Amendment Record 

Amendment 

Number

Amendment Date 

(dd-mm-yyyy) 

Incorporated by Amendments Incorporated 

1.0 28-06-2015 Martinez Aerial Video 

Services 

First issue of 

Operations Manual 

First issue 

 

 

 

 

 

 
Issue 1.0: 28 June 2015 ii 

Copyright © 2015 Martinez Aerial Video Services

Commitment of Accountable Manager 

This Operations Manual describes the organization, aircraft systems, personnel, flight operations and 

procedures by which Martinez Aerial Video Services carries out its Small Unmanned Aircraft 

operations 

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

complying appropriately with any new or amended regulation published from time to time by the 

relevant FAA addressed by this document. 

Signed............................................................................................... 

Accountable Manager: Luis E. Martinez 

Chief Pilot- Martinez Aerial Video Services

For and on behalf of Martinez Aerial Video Service, a company based in the USA. 

Enquiries regarding the content of this document should be addressed to: 

Martinez Aerial Video Services

 Luis E. Martinez 

515 E. Barrus Place 

Casa Grande, AZ 

(520)705-4268 

kd7gmk@gmail.com
Issue 1.0 28 June 2015 4

Copyright © 2015 Martinez Aerial Video Services

Contents 

Amendments Control Page..............................................................................i 

Commitment of Accountable Manager........................................................................ii 

Contents....................................................................................................iii 

PART A....................................................................................................................... 6

1. Purpose .............................................................................................................. 6

2. Scope ................................................................................................................. 6

3. Definitions and Abbreviations ............................................................................. 7

4. Document Control and Amendment Process ..................................................... 7

5. Referenced Documents...................................................................................... 7

6. Organization ....................................................................................................... 8

7. Nominated Personnel ......................................................................................... 8

8. Responsibilities .................................................................................................. 9

9. Aircraft Systems and Technical Description ..................................................... 10

10. Types of Operations ......................................................................................... 11

11. Operating limitations and conditions ................................................................ 11

12. Software and Firmware Update Policy ............................................................. 11

13. Maintenance Principles and Regime ................................................................ 11

14. Supervision of UAS operations ........................................................................ 13

15. Incident, Investigation and MOR Handling ....................................................... 13

16. Flight Team Composition ................................................................................. 15

17. Operation of Multiple types of UAS .................................................................. 15

18. Qualification Requirements .............................................................................. 15

19. Crew Health ..................................................................................................... 15

20. Logs and Records ............................................................................................ 16

PART B..................................................................................................................... 17

1. FLIGHT PLANNING / PREPARATION............................................................. 17

1.1 Determination of intended task and feasibility .................................................. 17

1.2 Operating Site Location and assessment ......................................................... 17

1.3 Risk Management ............................................................................................ 17

1.4 Communications .............................................................................................. 18

1.5 Pre-notification ................................................................................................. 19

1.6 Site Permissions .............................................................................................. 19

1.7 Weather............................................................................................................ 19

1.8 Preparation and serviceability of equipment and UAS ..................................... 19

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

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

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

2.3 Selection of operating areas and alternate ....................................................... 20
Issue 1.0 28 June 2015 5

Copyright © 2015 Martinez Aerial Video Services

2.4 Crew Briefing .................................................................................................... 20

2.5 Cordon Procedure ............................................................................................ 21

2.6 Communications .............................................................................................. 21

2.7 Weather Checks ............................................................................................... 21

2.8 Charging and fitting Batteries ........................................................................... 21

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

2.9 Pre-flight Checks .............................................................................................. 22

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

3.1 Start ................................................................................................................. 22

3.2 Take-off ............................................................................................................ 22

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

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

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

4. EMERGENCY PROCEDURES ........................................................................ 24

4.1 General emergency procedures ....................................................................... 24

4.1.1 Loss of primary control frequency .................................................................................. 24

4.1.2 Aircraft battery failures................................................................................................... 25

4.1.3 Transmitter or transmitter battery failure ........................................................................ 25

4.1.4 Malicious or accidental interference with control frequency ............................................ 25

4.1.5 Pilot incapacitation ........................................................................................................ 26

4.1.6 Aircraft incursion ........................................................................................................... 27

4.1.7 View incursion ............................................................................................................... 27

4.1.8 Fly away actions ............................................................................................................ 27

4.1.9 Loss of UAS .................................................................................................................. 28

4.1.10Loss of flight controller................................................................................................... 28

4.1.11Public encroachment ..................................................................................................... 28

4.1.12Fire ............................................................................................................................... 29

4.2 DJI Phantom 3 ProEmergency Procedures...................................................... 29

4.2.1 Loss of power to propulsion/engine ............................................................................... 30

4.2.2 Low battery procedure ................................................................................................... 30

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

4.3 DJI Phantom 3 Pro Emergency Procedures..................................................... 31

4.3.1 Loss of power to propulsion/engine ............................................................................... 31

4.3.2 Low battery procedure ................................................................................................... 31

4.3.3 Loss of GPS signal ........................................................................................................ 32

APPENDIX A – PERMISSION/EXEMPTIONS FOR AERIAL WORK ....................... 34

APPENDIX B – SITE SURVEY, OPERATION AND FLIGHT CHECKLISTS ............ 35

APPENDIX C – RECORDS FOR EACH FLIGHT ..................................................... 41

APPENDIX D – BLANK (FOR FUTURE USE) ............................................................. 

APPENDIX E – RISK ASSESSMENT FORM ..........................................................466

APPENDIX F – DJI PHANTOM 3 PRO SPECIFICATIONS ....................................477

APPENDIX G – AIRCRAFT SYSTEMS – DJI Phantom 3 Pro .................................. 55

APPENDIX H – CUSTOMER CONTACT FORM ...................................................... 57 
Issue 1.0 28 June 2015 6

Copyright © 2015 Martinez Aerial Video Services

PART A

SAFETY 

1. Purpose 

The purpose of this document is to detail the items to be covered for the safe operation of the DJI 

PHANTOM 3 PRO small Unmanned Aircraft Systems (UAS) by Martinez Aerial Video Services

personnel. 

2. Scope 

This operations manual applies to all Martinez Aerial Video Services’ aircraft and personnel involved in 

the safe operation of the UAS detailed in PART A Paragraph. 9

2.1 Safety Policy and National Perspective 

Martinez Aerial Video Services adopts best industry practice to ensure that all its flight operations 

using its UAS are carried out as safely as possible. 

 

2.2 Safety Goals 

Martinez Aerial Video Services 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.

• Support for safety training and awareness programs. 

2.3 Safety Assurance 

Safety is assured by applying consistent safety management approaches, comprehensive safety 

information sharing, monitoring and analysis. Maintenance of the aircraft shall be documented in the 

maintenance log (Appendix C3). Safety of the operation will be assured by adhering to all procedures 

and requirements stated in this operations manual. 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 

Martinez Aerial Video Services will provide support for safety training and awareness programs. All 

employees shall maintain proficiency in their operator/observer abilities. In-house training is provided 

for observer/payload operators to ensure safety of the operation during emergencies (refer to Part A, 

16). Martinez Aerial Video Services will support a climate in which all employees are able to contribute 

to the safety of the operation. Martinez Aerial Video Services believes that safety is not something 

management does to or for employees. Management commitment to safety is necessary, but true 

safety excellence requires engagement from personnel throughout the organization. Factors 

discovered in investigations shall be fed back to the crew in the form of training in a process of 

Continual Professional Development. The pre- and post-flight routines of Martinez Aerial Video 

Services shall ensure that all crewmembers are able to contribute to the safety of the operation and 

voice any considerations. 
Issue 1.0 28 June 2015 7

Copyright © 2015 Martinez Aerial Video Services

3. Definitions and Abbreviations 

The UAS type and model is specifically refered to when unique procedures apply. Otherwise, the 

term “the UAS” shall also be used when referring to procedures that are generally applicable for all of 

Martinez Aerial Video Services’s UAS. The following definitions and abbreviations are used throughout 

this document. 

 

Reference Title 

AMSL Above Mean Sea Level 

ESC Electronic Stability Control 

FAA Federal Aviation Administration 

RPAS Remotely Piloted Aircraft System 

MVAS Martinez Aerial Video Services 

UAS Unmanned Aircraft System 

VLOS Visual Line Of Sight 

4. Document Control and Amendment Process 

The operations manual is a controlled document and a record of all major amendments to it shall be 

maintained by updating the Amendment Record on page “i”. All members of the organization shall be 

notified of the changes that have been made to the document and will be required to operate using the 

most up to date information. 

Any major changes to the organizations ownership, structure, personnel or aircraft systems which 

impacts the pilot qualification or any Permission for Aerial Work shall be notified to FAA by issuing a 

new operations manual. 

The Accountable Manager is responsible for the amendments to Martinez Aerial Video Services’ 

operations manual. All amendments shall be signed off by the Accountable Manager (Refer to Part A, 

8.1). 

5. Referenced Documents 

 

Publisher Title Issue Date 

(dd-mm-yyyy) 

Source 

DJI Innovations A2 Flight Control 

System User 

Manual V 1.18 

1.18 24-06-2014 http://download.djiinnovations.com/downloads/a2/en/A2_Quick_St

art_Guide_v1.18_en.pdf 

DJI Innovations Phantom 3 Pro 

Manual 

V1.2 2015.06 http://download.djiinnovations.com/downloads/phantom_3/en/Pha

ntom_3_Professional_User_Manual_v1.2_en.pd

f 

DJI Innovations Safety Guidelines V1 2015.04 http://download.djiinnovations.com/downloads/phantom_3/en/Safe

ty_Guidelines_Disclaimer_en.pdf 

DJI Innovations Specifications 2015 http://www.dji.com/product/phantom-3/spec 

FAA NOTAM SEARCH https://notams.aim.faa.gov/notamSearch/disclaim

er.html 
Issue 1.0 28 June 2015 8

Copyright © 2015 Martinez Aerial Video Services

FAA FAA regulations 

(FARs) 

June 30, 2014 http://www.faa.gov/regulations_policies/faa_regul

ations/ 

FAA TFRs http://tfr.faa.gov/tfr2/list.html

FAA Pilot’s Handbook 

of Aeronautical 

Knowledge 

http://www.faa.gov/regulations_policies/handboo

ks_manuals/aviation/pilot_handbook/media/FAA

-H-8083-25A.pdf 

ORGANIZATION 

6. Organization 

Company name: Martinez Aerial Video Services 

Country of registration: USA 

Profile and Organization: Specialization: Aerial Photography 

Insurance Information: Martinez Aerial Video Services shall obtain a third Party Professional Public 

Liability Insurance before securing any customers. 

7. Nominated Personnel 

Accountable Manager: Luis E. Martinez 

Tel: (520)705-4268 

Mob: (520)705-4268 

Email: kd7gmk@gmail.com 

Chief Operations Officer: Luis E. Martinez 

Qualification: FAA Commercial Pilot #2032677 

Tel: (520)705-4268 

Mob: (520)705-4268 

Email: kd7gmk@gmail.com 

Pilot-in-Command (PIC):Luis E. Martinez 

Qualification: FAA Commercial Pilot #2032677 

Tel: (520)705-4268 

Mob: (520)705-4268 

Email: kd7gmk@gmail.com 

Observer: Leticia Martinez / Others as needed 

Qualification: In-house training qualification 

Tel: (520)705-4268 

Mob: (520)705-4268 

Email: kd7gmk@gmail.com 

Payload operator: Luis E. Martinez 

Qualification: In-house training qualification 

Tel: (520)705-4268 

Mob: (520)705-4268 

Email: kd7gmk@gmail.com 
Issue 1.0 28 June 2015 9

Copyright © 2015 Martinez Aerial Video Services

8. Responsibilities 

The responsibilities of personnel by Martinez Aerial Video Services are divided as follows: 

8.1 Accountable Manager 

The accountable manager has the overall executive responsibility for the operation of Martinez Aerial 

Video Services. The accountable manager has corporate authority for ensuring that all operations 

activities can be financed and carried out to the standard required by the regulator. The accountable 

manager is responsible for the amendments to Martinez Aerial Video Services’ operations manual. 

The accountable Manager shall sign off the amendments the document. 

8.2 Chief Operations Officer 

The chief operations officer is responsible for managing all hands-on operational aspects of the 

company. These responsibilities include: 

a) Maintaining Martinez Aerial Video Services’ documents (including the operations manual) and 

making changes to these documents. Documents that are controlled by Martinez Aerial Video 

Services shall be held compliant with the most current aviation regulation that applies to the UAS; 

and 

b) Updating the software and firmware of the flight systems (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 approval given by FAA by arranging maintenance to the aircraft at 

the appropriate intervals (refer to Part A, 13). 

e) Controlling the pre- and post-flight check system, by checking if logs have been completed and 

making changes to the system when needed. 

8.3 Pilot-in-Command (PIC)

The PIC is responsible for the safety of: the aircraft, its surroundings and all the members of the 

operation including himself. Therefore, the PIC must, before taking off for any flight, take all 

reasonable steps so as to be satisfied of the matters specified below: 

a) The flight can safely be made, 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 every way fit for the intended flight; 

d) The load carried by the aircraft is of such weight, and is so distributed and secured, that it may 

safely be carried on the intended flight; 

e) Any pre-flight check system established by the operator and set out in the operations manual or 

elsewhere has been complied with by each member participating in the operation. (Part B & 

Appendices B & C) 

f) Be satisfied that it is capable of safely taking off, reaching and maintaining a safe height and 

making a safe landing at the place of intended destination having regard to: 

1) the performance of the flying machine 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 using the pre-flight check system as specified in Appendix C, the PIC should be able to ensure 

safety consistently. During flight, the PIC is responsible for: 

g) Keeping the aircraft within operating limitations (refer to Part A, 11); and 
Issue 1.0 28 June 2015 10

Copyright © 2015 Martinez Aerial Video Services

h) Maintaining clear communications with the flight team about the intended flight path. 

i) Notifying the flight team when anything unusual happens or might 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. While the PIC 

must keep his eyes on the UAS all the time, the observer can have a better overview of the 

surroundings during the operation. The observer is responsible for: 

a) Notifying the flight team when anything unusual happens or might occur, so the flight team can 

respond accordingly; and 

b) Keeping an overview of possible other aircrafts or obstacles in the vicinity of the UAS; and 

c) Maintaining a clear take off/landing site by informing 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 controlling 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) Notifying the flight team when anything unusual happens or might 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. 

9. Aircraft Systems and Technical Description 

The DJI Phantom 3 Pro aircraft systems are covered by this Operations Manual. The UAS is a multirotor platform designed for professional aerial photography. General specifications of the aircraft follow 

below. Extended details are provided in Appendix F and Appendix G respectively. 

 

#DJI PHANTOM 3 PRO 

General: 

Weight (including battery, propellers, and camera) 

2.8 lbs. 

Diagonal size (including propellers) 

23.2” 

Max Ascent Speed 

16.5 FPS 

Max Descent Speed 

10.5 FPS 

Hover Accuracy 

•Vertical: +/- 4” (when Vision Positioning is active) or +/- 8” (with GPS) 

•Horizontal: +/- 5 FT 

Max Speed 

36 MPH (ATTI mode, no wind) 

Max Altitude Above Sea Level 

19,600 FEET 

Operating Temperature 

320 – 1040 F 

GPS Mode 

GPS/GLONASS 

Command and Control Frequency 

2.4 GHz 
Issue 1.0 28 June 2015 11

Copyright © 2015 Martinez Aerial Video Services

Engines 

Number of engines: 4 

Engine type: Brushless Electric Motor 

Power capacity (W): 100 (max) 

Battery: LiPo 4480 mAh 15.2V 

 

10. Types of Operations 

Martinez Aerial Video Services will be using the aircraft for the following operations, taking into 

account the operational limitations and conditions as specified in Part A - 11: 

• Imagery and Mapping 

 Aircraft: DJI Phantom 3 Pro 

Camera: Sony EXMOR 1/2.3” Effective pixels: 12.4 M (total pixels: 12.76 M) 

 

11. Operating limitations and conditions 

No operation shall exceed the conditions specified for UAVs by the FAA when flying in US airspace 

and as specified in FAA 333 Exemption letter to MAVS. 

The operating limitations and conditions as defined by the manufacturer of the UAS are uniquely 

defined for each of the UAS of Martinez Aerial Video Services. They can be found in Appendix F and 

Appendix G. 

12. Software and Firmware Update Policy 

The Chief Operations Officer is responsible for the status of the software and firmware that is used by 

Martinez Aerial Video Services’ UAS and flight controller. The upgrading of software and firmware is 

an integral part of the maintenance procedures of Martinez Aerial Video Services and shall be 

performed at regular intervals. Maintenance to the UAS is performed by an approved technician as 

selected by Martinez Aerial Video Services (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 Chief 

Operations Officer of Martinez Aerial Video Services. 

The specific software and firmware update procedures that apply for each of Martinez Aerial Video 

Services its UAS and flight controllers, can be found in Appendix F and Appendix G. As software and 

firmware is updated during maintenance of the aircraft, the same testing procedures that are part of 

Martinez Aerial Video Services its maintenance procedure apply (Refer to Part A, 13). 

13. Maintenance Principles and Regime 

The Chief Operations Officer of Martinez Aerial Video Services is responsible for maintaining the 

airworthiness approval given by FAA by arranging maintenance to the aircraft at the appropriate 

intervals. Maintenance of the aircraft is logged in the maintenance log (Appendix C3). The following 

maintenance intervals apply for each of Martinez Aerial Video Services its UAS: 

Annual Preventative Maintenance (<300 hours of flight time per year): 
Issue 1.0 28 June 2015 12

Copyright © 2015 Martinez Aerial Video Services

A preventative maintenance inspection shall be carried out annually when the UAS has logged less 

than 300 hours of flight time. This inspection shall be completed by an approved 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 

components shall be replaced as required. 

• All batteries are tested for capacity 

• Software and firmware version is checked to see if they are of the latest version or need to be 

updated by the approved technician. 

300 Hours within one year: 

An inspection shall be carried out when the UAS has logged 300 hours of flight time within one year 

time. This inspection shall be completed by an approved 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 

components shall be replaced as required. 

• All batteries are tested for capacity 

• Software and firmware version is checked to see if they are of the latest version or need to be 

updated by the approved technician. 

500 Total hours of flight time (Major inspection): 

The following inspection shall be carried out when the UAS has logged 500 total hours of flight time 

since its last major inspection. This inspection shall be completed by an approved technician. During 

this inspection, the following tasks shall be completed: 

• An approved technician should disassemble the 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 see if they are of the latest version or need to be 

updated by the approved technician. 

After maintenance to the UAS has been performed and software and firmware versions have been 

checked and updated, a test flight is conducted by Martinez Aerial Video Services to check the 

operational capabilities of the aircraft. During a test flight, basic flight maneuvers shall be performed by 

the PIC and the correct functioning of the emergency functionalities is checked. 

The approved technician that Martinez Aerial Video Services shall use for its maintenance is listed 

below. 

Company: 537 S. 48th St. Suite 103

 Tempe, Arizona 85281 

Phone: +1 (480) 427-9959 

Support: +1 (480) 447-6412 

Email: Info@TCIRC.com 

Web:www.TCIRC.com
Issue 1.0 28 June 2015 13

Copyright © 2015 Martinez Aerial Video Services

OPERATIONAL CONTROL 

14. Supervision of UAS operations 

The PIC on the day is responsible for supervising the operation of the UAS. All responsibilities for the 

roles within the company are described in Part A, 8. The Chief Operations Officer is responsible for all 

manegerial activities and tasks that need to be executed within Martinez Aerial Video Services. The 

Chief Operations Officer shall make sure before each operation that all personnel who participate in 

an operation meet minimum requirements (Refer to Part A, 18), have valid qualifications and have 

received the appropriate instructions (Refer to Part A, 2.4). It is also his responsibility to control and 

store records and logs for a minimum of seven years (Refer to Part A, 20). 

The Chief Operations Officer is also responsible for maintaining all Martinez Aerial Video Services’ 

documents and making changes to the documents (Refer to Part A, 8). The operations manual shall 

be held compliant with the most current aviation regulation that applies to the UAS. New information 

which may be of an operational nature shall be added from time to time to the operations manual or 

other documents that are controlled by Martinez Aerial Video Services. When the Chief Operations 

Officer introduces new documented information into the company, which affects the operations 

manual, a new amendment to the operations manual is made (Refer to Part A, 4). An amendment is 

signed off by the Accountable Manager and then submitted to the regulatory authorities for approval. 

The competent authority (FAA) has the power to evaluate, correct and approve of Martinez Aerial 

Video Services, its practices and documentation. The organization is responsible for this independent 

assessment of the operator on behalf of the FAA. In case of an Operator Flight Test, the Chief 

Operations Officer shall be responsible for communicating with the representatives of FAA about 

facilitating the inspection and shall make sure that their requests regarding the assessment of 

Martinez Aerial Video Services its operations are met. 

15. Incident, Investigation and MOR Handling 

An important part of Martinez Aerial Video Services’ safe operation is having the right culture within

Martinez Aerial Video Services’ organization. Martinez Aerial Video Services strives to create a culture 

whereby learning from incidents is key and the honest acknowledgement of mistakes is seen as a 

chance to learn and as an opportunity to increase the safety or Martinez Aerial Video Services its 

aviation activities. Therefore, Martinez Aerial Video Services has specified procedures for the 

handling, investigation and logging of incidents. When researching incidents it is the identification of 

the cause of the incident, which is the focal point and not the individual. This allows Martinez Aerial 

Video Services 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 as 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 possible whilst pausing or ending the operation. The incident shall be investigated 

and reported after the operation has ended. 

15.2 Incident investigation: 

If an incident/accident may occur, Martinez Aerial Video Services shall categorize the incident in 

degree of severity. Incidents will be categorized based on international standards as defined by 

ICAO1. The following table can be applied: 

 

1

 As specified in “ICAO Annex 13 – Aircraft accident and incident investigation” (Refer to Part A, 5) 
Issue 1.0 28 June 2015 14

Copyright © 2015 Martinez Aerial Video Services

Severity Definition 

Accident An occurrence associated with the operation of the UAS in which: 

a) A person is fatally or seriously injured, and/or; 

b) The aircraft has sustained major damage or structural failure, 

and/or; 

c) The UAS is missing or is completely inaccessible/uncontrollable. 

This includes hijacking of the UAS. 

Note: Due to the nature UAS controls, there is a small but not 

insignificant chance that a situation might occur in which the UAS 

(temporarily) loses its communication with the controller. In this case, 

the UAS may use its Failsafe feature (Appendix F and Appendix G) to 

ensure that the UAS will hover automatically when it loses signal. 

When items a and b do not apply, this will be classified as either a 

serious incident, or a major incident, depending on the circumstances 

and judgment of the PIC. 

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 have been compromised, 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 

major incident could have occurred, if the risk had not been managed 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 the incident/accident has occurred is responsible for 

completing incident logging as part of the post-flight check system. 

Mandatory occurrence reporting: 

The aircraft, pilot and crew log as well as the incident log shall be made readily available upon request 

by the FAA. 

 

Accidents must be reported (after calling emergency response, Police, Emergency medical response) 

to: 

NTSB's 24-hour Response Operations Center (ROC) at 844-373-9922 

Martinez Aerial Video Services shall also report all incidents to the manufacturer of the UAS so actions 

can be taken to improve overall safety of UAS operations. 

 
Issue 1.0 28 June 2015 15

Copyright © 2015 Martinez Aerial Video Services

16. Flight Team Composition 

The flight team for operation with either of the UAS shall always consist of minimally: 

• 1 PIC 

• 1 Observer 

17. Operation of Multiple types of UAS 

Martinez Aerial Video Services operates the DJI Phantom 3 Pro, future additions to the fleet will 

require updating this manual. Before each operation commences, the Chief Operations Officer is 

responsible for which aircraft MAVS will use. 

18. Qualification Requirements 

All personnel operating as pilot-in-command of the UAS must be at least 21 years old, hold an FAA 

Airman certificate as Private Pilot or higher, and have undertaken the following: 

• Gold Sealtm Ground School Instruction and Examination 

• FAA Flight Test Examination for UAV operator (pending) 

 

Additionally, a PIC that did not fly for 90 days should have another check under supervision of a PIC 

still current. 

All personnel operating as observer or payload operator for the UAS must have followed an in-house 

training by Martinez Aerial Video Services (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 safely return the UAS when the PIC is unable to in an emergency 

situation (Refer to Part B, 4). 

19. Crew Health 

To ensure safe operation of the UAS, Martinez Aerial Video Services 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 emotionally prepared for the tasks 

at hand. 

b) Physical illness, exhaustion, emotional problems, etc., can seriously impair judgment, memory 

and alertness. The safest rule is not to act as part of the flight team when suffering from any of 

the above. Members 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 physical condition shall be made by all members during pre-flight 

activities. 

d) Performance can be seriously hampered 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 

medication being taken could hamper a pilot-in command, observer or payload operator, that 

member shall be prohibited from the deployment of exercise. 

e) No member 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 88 micrograms of alcohol per liter of exhaled air. 

The mnemonic I.M.S.A.F.E can be used by personnel to check whether they are able to operate 

safely: 
Issue 1.0 28 June 2015 16

Copyright © 2015 Martinez Aerial Video Services

Illness Do I have an illness or any symptoms of illness? 

Medication Have I been taking prescription or over-the-counter drugs? 

Stress Am I under psychological pressure from the job? Worried about financial 

matters, health problems or family discord? 

Alcohol Have I been drinking within eight hours? Within 24 hours? 

Fatigue Am I tired and not adequately rested? 

Eating Am I adequately nourished? 

20. Logs and Records 

All logs and records that are used and controlled by Martinez Aerial Video Services are featured in the 

appendices. It is the responsibility of the Chief Operations Officer to control these documents. The 

logs shall be kept for at least seven years, the same duration as the administrative documents of 

Martinez Aerial Video Services. 

 
Issue 1.0 28 June 2015 17

Copyright © 2015 Martinez Aerial Video Services

PART B 

OPERATING PROCEDURES 

1. FLIGHT PLANNING / PREPARATION 

1.1 Determination of intended task and feasibility 

Martinez Aerial Video Services 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 Martinez 

Aerial Video Services more information about the needs of the customer. The intended task shall 

eventually be determined in consultation with the customer. The feasibility of the operation can be 

evaluated when the intended task is clear for both Martinez Aerial Video Services and the customer. 

When 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 investigating the operating site location. The 

information that is obtained shall be documented using the pre site survey form (Appendix B1). In 

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) Extraordinary restrictions such as segregated airspace around prisons, nuclear 

establishments etc. (suitable permission may be needed) 

c) Other aircraft operations (local aerodromes or operating sites). 

d) Hazards associated with industrial sites or such activities as live firing, gas venting, highintensity radio transmissions etc. 

e) Local bylaws. 

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 Part B, 1.6) 

k) Likely operating site and alternative sites 

l) Prevailing local weather conditions and weather conditions for the planned event 

A lot of information can be obtained off-site by using available information from appropriate sectionall 

charts, digital imagery (Google Earth/Maps etc.), 

https://notams.aim.faa.gov/notamSearch/nsapp.html#/for latest NOTAM information. 

1.3 Risk Management 

In order to operate safely, risk management is part of Martinez Aerial Video Services’ 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. 
Issue 1.0 28 June 2015 18

Copyright © 2015 Martinez Aerial Video Services

Hazards are identified before commencing the operation by applying 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 handled by applying emergency 

procedures (Part B, 4) when necessary. 

A risk matrix is used (figure 1) in combination with the risk assessment form (Appendix E) to assess 

the risk of a hazard. In this matrix, numbers have been assigned from 1 to 5 that represent the degree

of severity and the probability of a hazard. When multiplying 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 matrix in figure 1. For a particular type of aircraft, if there is a high 

probability (say 4) of an engine failure (hazard) in any one flight and this would result in a rapid 

uncontrolled descent (undesirable outcome), then the potential for injuring 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 Martinez Aerial Video Services should question whether the 

flight should be undertaken at all. 

However by not flying over people and leaving an adequate margin for wind effects, the potential for 

injury may be reduced to 1 or in high winds possibly 2. This gives Martinez Aerial Video Services 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. 

1.4 Communications 

If possible, contact numbers for other local aircraft operations shall be obtained beforehand to make 

sure all operators, including Martinez Aerial Video Services, can be notified when needed, i.e. in case 

of emergency. When preparing to fly with other operators in the area, control frequencies can be 

discussed and agreed upon beforehand (also see Part B 2.5). The information that is obtained shall be 

documented in the pre-flight survey checklist (Appendix B1). 

 
Issue 1.0 28 June 2015 19

Copyright © 2015 Martinez Aerial Video Services

1.5 Pre-notification 

It may be necessary that Martinez Aerial Video Services contact the local police to inform them of the

intended operation to avoid interruption or concerns from the public. When the operation is likely to 

disturb any residents near the operating site, Martinez Aerial Video Services shall consider informing

them in advance. A method that can be applied for this purpose is to distribute leaflets at these 

addresses. 

If the flight is to be performed near a military airbase site, Martinez Aerial Video Services shall 

coordinate the flight in advance with the ATC Unit responsible at the military airbase. 

Notification duty temporary and exceptional use of airports: 

Martinez Aerial Video Services shall take care that the ATC facility or airport operator responsible for 

the NAS of each operation that is scheduled to make use of terrain that has been appointed for 

temporary and exceptional usage. This notification shall be send at least 24 hours before the day on 

which the operation is scheduled. 

1.6 Site Permissions 

Once it is clear for Martinez Aerial Video Services 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 needed when the take-off and landing areas are situated on private property. If

possible, this “landowner’s permission” should be obtained in writing. Local authorities may also 

stipulate minimum insurance criteria. The information that is obtained shall be documented in the preflight survey checklist (Appendix B1). 

1.7 Weather 

Weather forecasts shall be obtained as part of Martinez Aerial Video Services pre-flight procedure. 

Weather forecasts can be obtained by checking the latest METARs and TARs from stations on or near 

the area that will be used for the operation. This information is published on the internet and can be

found at the following websites: 

 

Information Website 

 METAR, TAR, SIGMETS, GMETS  http://www.aviationweather.gov/ 

 AVIATION WEATHER, 

WINDS 

 http://www.usairnet.com/cgi-bin/launch/code.cgi 

 WINDS ALOFT http://aviationweather.gov/products/nws/winds/ 

 

Weather conditions must be within operating limitations and conditions of the UAS (see Part A, 11 and 

Appendix F and G) when operating the UAS. Caution shall be taken by Martinez Aerial Video Services 

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 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 UAS 

Before embarking 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 maintenance log (Appendix C3) 

shall be used to check whether the UAS is serviceable. An embarkation checklist (Appendix B2) shall 

be used to ensure that all tools and equipment are taken to the flight operation site. 
Issue 1.0 28 June 2015 20

Copyright © 2015 Martinez Aerial Video Services

2. ON SITE PROCEDURES 

2.1 Arrival 

When arriving at the area of operation, Martinez Aerial Video Services shall perform its arrival 

procedure. By having a clear arrival procedure, Martinez Aerial Video Services is able to ensure the 

safety of the operation from the moment 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 vicinity of the flight operation site 

and surrounding area may be different to what Martinez Aerial Video Services was expecting on basis 

of its flight planning/preparation procedures (Part B, 1). Martinez Aerial Video Services shall therefore 

ensure that all the assumptions that have been made as to the viability of the site for operation of 

unmanned aircraft are validated. This is done by completing the on-site checklist. When completing 

this checklist, Martinez Aerial Video Services shall take the operating limitations of the UAS into 

account (refer to Part A, 11 and Appendix F or Appendix G). The PIC is responsible for performing the 

site survey and completing the on-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. When evaluating a proposed 

operating area, Martinez Aerial Video Services 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. When arriving on site, an onsite survey is conducted. This on-site survey is very similar to the pre-flight survey that was conducted 

as part of the pre-flight procedure. The on-site survey ensures that the crew is aware of the latest 

situation and any unexpected changes to conditions and/or the environment that might have occurred 

since the pre-flight survey. 

In the on-site survey checklist, space is available to describe the location of the emergency area 

(alternate). The exact location of this area shall be determined by the PIC, 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 

Martinez Aerial Video Services shall ensure that all crew members are briefed before any flight 

operation. The crew briefing is organized and conducted by the PIC for the operation. The Martinez 

Aerial Video Services standard crew briefing consists of the following subjects: 

a) Location/operating area 

b) Embarkation/arrival time 

c) Operation objective(s) 

d) Operating system (UAS) 

e) Operating conditions 

f) Roles and responsibilities 

g) Communication procedures 

h) Discussion on hazards/perceived risk 

i) Emergency procedures 

j) Crew health 

k) Weather 

l) Safety equipment (the PIC and Observer shall wear hard hats and day-glo vests clearly 

identifying them as PILOT and OBSERVER to assist the public) 
Issue 1.0 28 June 2015 21

Copyright © 2015 Martinez Aerial Video Services

2.5 Cordon Procedure 

When operating the UAS, it is likely to attract attention from other people, especially when flying in

public areas. Martinez Aerial Video Services shall use a cordon procedure when operating to ensure 

the safety of members of the public. Extra staff may be utilized to maintain the cordon when flying in

an area that is likely to attract spectators. The take-off and landing area shall be marked by a circle of 

orange pylons that is at least 200 feet in diameter 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 observing the area of operation and 

informing/instructing passers-by when needed (refer to Part A, 8.4). 

. 

2.6 Communications 

Martinez Aerial Video Services shall establish the control frequency for the UAS and check whether 

this is not used by any other source in the vicinity as this could block Martinez Aerial Video Services 

transmissions from being received by the UAS. Although it is very unlikely that a signal conflict or 

interruption occurs as the frequency of controllers that are used by Martinez Aerial Video Services 

shift hundreds of times per second, so there are no signal conflicts or interruptions and therefore no

need for a frequency pin. 

As part of the pre-flight procedure (refer to Part B, 1.2), the surroundings are checked to see if there 

are any obstacles, such as power lines, that could interfere with the transmissions. Telemetry on 

aircraft position and height are checked for proper functioning during take-off (refer to Part B, 3.2). 

Telemetry is continuously checked by the PIC during the operation. Emergency 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 using two way radios for each member 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 noisy areas. Where possible, members of the operation 

that do not have a radio shall communicate with the PIC through the observer to avoid unnecessary 

distractions for the PIC. A fully charged mobile phone shall be present in order to contact emergency 

services if required (Appendix B2). 

2.7 Weather Checks 

Weather can greatly affect the operation and effectiveness of the UAS. Therefore, Martinez Aerial 

Video Services 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). Weather conditions must be within 

operating limitations and conditions of the UAS (see Part A, 11 and Appendix F or Appendix G) when 

operating the UAS. Caution shall be taken by Martinez Aerial Video Services 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 improve. 

Wind speed will be measured by using a wind measurement device and recorded in the MVAS ONSITE CHECKLIST (Appendix B-4) The PIC is responsible for judging whether he/she is able to fly in 

the situation he is presented with. Even when the PIC is capable of flying in high crosswinds, the 

images that are received from the camera might be too unstable which may lead to a delay or 

cancellation of the operation. 

2.8 Charging and fitting Batteries 

Batteries are charged from Martinez Aerial Video Services home base. Batteries are all uniquely 

numbered, 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 systems 

cannot be confused with one another. Battery management is performed by using the battery charge 

log (Appendix C4), in which the status of all batteries is kept and updated. Separate charge logs are 
Issue 1.0 28 June 2015 22

Copyright © 2015 Martinez Aerial Video Services

kept for both systems (C4). The charging and fitting of the batteries is one of the responsibilities of the 

PIC (refer to Part A, 8.3). A battery 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 99%. 

2.9 Loading of equipment 

Martinez Aerial Video Services its UAS are capable of being fitted with a camera system to shoot 

aerial footage. The camera is loaded onto a three-axis electronic stabilization gimbal that stabilizes 

the camera during flight. This electronic gimbal is attached to the airframe of the UAS. The total weight 

of the UAS, including the camera and gimbal shall not exceed the MTOM (refer to Part A ,9) as 

specified by DJI Innovations. 

 

The PIC is responsible for the correct 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 completing 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 

checklist is used to confirm the airworthiness of the UAS and to safely power on the UAS to start the 

operation. If any fault is found during the pre-flight checks, the PIC shall be responsible for calling the 

course of action to fix the fault. After a fault is fixed, another attempt can be made to complete the full 

pre-flight checklist. 

3. FLIGHT PROCEDURES 

3.1 Start 

The UAS is started as part of completing the pre-flight checklist (Appendix B5). By completing the preflight checklist, Martinez Aerial Video Services ensures that the UAS is ready for take-off, the crew is 

ready and that public is a safe distance away. The PIC calls “TAKING OFF” when the motors are 

started. 

Procedure: 

• SWITCH ON, CHECK BATTERY POWER IS WITHIN SAFE PARAMETERS, ENSURE 

TRIMS ARE NUETRAL AND ALL SWITCHES ARE IN THERE CORRECT POSITIONS 

• SWITCH ON AND CONFIRM CORRECT OPERATION OF THE CAMERA 

• ENSURE AIRCRAFT IS LEVEL ON THE CALIBRATION PLATFORM 

• CALL "CLEAR PROPS" AND CONNECT FLIGHT BATTERY 

• WAIT FOR DIAGNOSTIC TO FINISH & GPS LOCK TO BE ESTABLISHED 

• CHECK FUNCTION & QUALITY 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 WIND 

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

• DO WE HAVE CLEARENCE FROM AIR TRAFFIC CONTROL IF REQUIRED? 

• CALL "TAKING OFF" AND START MOTORS (#Left Transmitter Stick to Bottom Right Corner 

& Right Transmitter Stick to Bottom Left Corner) 

3.2 Take-off 

When the UAS has been powered on, the PIC takes one quick final look around, checks with the 
Issue 1.0 28 June 2015 23

Copyright © 2015 Martinez Aerial Video Services

observer that they agree 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, telemetry data is checked to see if it responds correctly to the change in the UAS 

position. Throughout the entire flight, the crew shall work together by maintaining clear 

communications with each other, listening for battery warnings, remaining cautious of airspace 

infringements, other aircraft operations, obstacles, 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 

and 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. When the UAS is hovering over the landing area,

the PIC will take a quick look below the aircraft to confirm all is clear. The 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 

toward the UAS, disconnects the flight battery and calls “SAFE”. The aircraft can then be removed 

from the landing area. Martinez Aerial Video Services ends the operation by completing the post-flight 

checklist (Appendix B6). 

Procedure: 

• UPON TOUCHDOWN EMMIDIATELY STOP MOTORS (#Left Transmitter Stick to Bottom Right 

Corner & Right Transmitter Stick to Bottom Left Corner) 

• WALK TO AIRCRAFT, DISCONECT FLIGHT BATTERY AND CALL "SAFE" 

• REMOVE AIRCRAFT FROM LANDING AREA 

• RECORD FLIGHT TIME DETAILS IN PILOTS LOGBOOK & BATTERY LOGBOOK 

• SWITCH OFF TRANSMITTER 

• STOP RECORDING AND SWITCH OFF 

• CHECK FOR DAMAGE, WEAR, TIGHTNESS OF FITTINGS, CONDITION AND SECURE 

FITMENT OF PROPELLERS AND SECURE ATTATCHMENT OF CAMERA 

• REMOVE FLIGHT BATTERY FROM AIRCRAFT, CHECK RESIDUAL BATTERY %, RECORD 

DETAILS IN BATTERY LOGBOOK & PLACE ON CHARGE IN LIPO SAFE BAG PROVIDED 

THAT THE BATTERY IS NOT WARM (If So Allow to Cool) 

• REMOVE MEMORY CARD FROM CAMERA AND BACK UP TO COMPUTER 

• REVIEW IMAGES AND DISCUSS WITH CREW AND OR CLIENT IF REQUIRED 
Issue 1.0 28 June 2015 24

Copyright © 2015 Martinez Aerial Video Services

4. EMERGENCY PROCEDURES 

When an emergency procedure has to be performed because of the occurrence of an incident or 

accident, the procedures as described in Part A, 13 shall be performed. Emergency procedures have 

been defined for several scenarios that could occur with the type of UAS that are used by Martinez 

Aerial Video Services. When possible, the PIC shall perform the standard landing procedure (refer to 

Part B, 3.4) as the final part of the emergency procedure. After the emergency 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 procedures 

The following emergency procedures are generally applicable for all of Martinez Aerial Video 

Services’s UAS. Emergency procedures that feature (DJI Phantom 3 Pro). 

4.1.1 Loss of primary control frequency 

A situation may occur in which the primary control frequency of the UAS is lost whilst the controller is 

powered on. The UAS shall 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 feature to ensure that 

the UAS will hover automatically and eventually return to the landing point when the signal does not 

restore. When 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: Wait for a possible reconnection to the UAS within a short length of time. 

3) PIC: While waiting, check controls to see if no buttons or switches have accidentally been 

pressed or switched. 

 

IF THE CONNECTION WITH THE UAS IS RESTORED: 

I. PIC: Regain control of the UAS by toggling the control mode switch once.2

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 WITH THE UAS IS NOT RESTORED: 

After loss of signal for more than 3 seconds, the flight controller will calculate the safest route to the 

home position and control the aircraft to return home, hovering over the GPS start point and landing 

automatically (refer to Appendix F or Appendix G). When 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 make an emergency 

landing. 

III. Observer: When the UAS strays off from the expected return path (refer to 4.1.8), inform 

members of the public, the police of the emergency situation, ATC of approximate height, 

heading, speed and flight endurance and attempt to keep safe separation between the public 

and the UAS. 

IV. PIC: When the UAS has returned to its GPS start point, perform shut-down procedures of the 

UAS. 

 

2

 As specified in “A2 Flight Control System User Manual V 1.18” (Refer to Part A, 5) 
Issue 1.0 28 June 2015 25

Copyright © 2015 Martinez Aerial Video Services

4.1.2 Aircraft battery failures 

An aircraft battery failure may occur, resulting in loss of power to multiple engines. In such a situation, 

refer to Part B 4.2.1 DJI Phantom 3 Pro. 

4.1.3 Transmitter or transmitter battery failure 

In case of a transmitter or transmitter battery failure, the control of the UAS will be lost. The UAS shall 

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 feature to ensure that the UAS will hover 

automatically and eventually return to the landing point when the signal does not restore. When 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 switched. 

IF TRANSMITTER IS NOT POWERED ON: 

I. PIC: Swap batteries to see if the transmitter can be powered back on with a different battery. 

Keep checking with different batteries 

IF THE CONNECTION WITH THE UAS IS RESTORED: 

I. PIC: Regain control of the UAS by toggling the control mode switch once.3

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 WITH THE UAS IS NOT RESTORED: 

After loss of signal for more than 3 seconds, the flight controller will calculate the safest route to the 

home position and control the UAS to return home, hovering over the GPS start point and landing 

automatically. When 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 is defined remains clear for the UAS to make an emergency landing. 

III. Observer: When the UAS strays off from the expected return path (refer to 4.1.8), inform 

members of the public, the police of the emergency situation, ATC of approximate height, 

heading, speed and flight endurance and attempt to keep safe separation between the public 

and the UAS. 

IV. PIC: When the UAS has returned to its GPS start point, perform shut-down procedures of the 

UAS.

4.1.4 Malicious or accidental interference with control frequency 

Even though it is highly unlikely that malicious interference with the control frequency may occur 

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 situation in which the signal is lost (refer to Part 

B, 4.1.1) or may result 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 interference 

When malicious 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 them 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 

 

3

 As specified in “A2 Flight Control System User Manual V 1.18” (Refer to Part A, 5) 
Issue 1.0 28 June 2015 26

Copyright © 2015 Martinez Aerial Video Services

stops. 

4) Observer: Keep operating area safe for members of the public by informing and instructing 

them, closely watching the flight path of the UAS. 

5) Observer: Lookout for possible suspects in the operating area that might be interfering with 

the controls. 

IF/WHEN THE INTERFERENCE WITH THE UAS STOPS DURING FLIGHT: 

I. Inform crew members of the situation 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. Talk with local police about the situation and possible suspicions. 

 

Situation 2: Accidental interference 

1) PIC: Informs 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 safe for members of the public by informing and instructing 

them. 

Note: When signal interference occurs, the flight controller may activate the Failsafe feature (refer to 

Appendix F or Appendix G) and will calculate the safest route to the home position and control the 

UAS to return home, hovering over the GPS start point and landing automatically. 

4.1.5 Pilot incapacitation 

An emergency situation may occur in which the pilot is incapacitated and may therefore not be able to 

operate the UAS. In such a situation, it depends on the composition of the flight crew which course of

action applies: 

Situation 1: 1 PIC (incapacitated), 1 Observer 

1) Observer: Calls “PILOT INCAPACITATED”. 

2) Observer: Toggles the Failsafe switch on the controller (refer to Appendix F or Appendix G). 

This activates the Failsafe feature, which ensures the UAS safely reaches the landing area 

and auto-lands itself. 

3) Observer: Makes sure the landing area is safe and free of any public for the UAS to safely 

auto-land. 

4) Observer: Calls emergency services that will assist the PIC. 

5) Observer: Checks whether the PIC is in a stable condition and otherwise applies first-aid 

techniques to help the PIC. 

6) Observer: If/When the incapacitated PIC is in a stable condition, the observer shall ensure a 

safe operating area by informing and instructing members of the public if needed. 

Situation 2: 1 PIC (incapacitated), 1 Observer 

1) Observer: Toggles the Failsafe switch (Return-to-home) on the controller (refer to Appendix F 

or Appendix G). This activates the Failsafe feature, which ensures the UAS safely reaches the 

landing area and auto-lands itself. 

2) Observer: Calls emergency services that will assist the PIC. 

3) Observer: Checks whether the PIC is in a stable condition and otherwise applies first-aid 

techniques to help the PIC. 

4) Observer: Attempts to get help from members of the public if possible that can take over 

helping the PIC. 

5) Observer: Makes sure the landing area is safe and free of any public for the UAS to safely 

auto-land. 
Issue 1.0 28 June 2015 27

Copyright © 2015 Martinez Aerial Video Services

4.1.6 Aircraft incursion 

An aircraft incursion may occur 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 keeping 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 aircraft so the PIC can 

respond accordingly. 

4) Observer: Observes the operating area to identify possible other operators that might control 

the other aircraft. If the operator is found, he can be instructed to land his/her aircraft. 

4.1.7 View incursion 

During the operation, the PIC may lose its VLOS with the UAS. This emergency procedure shall be 

initiated when the view incursion lasts longer than three seconds (as estimated by the 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 “VLOS LOST” 

3) Observer: Attempts 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 WITH 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 should need to change 

its position (i.e. to prevent collision with object/surroundings). 

WHEN THE PIC REGAINS VLOS WITH 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) 

4.1.8 Fly away actions 

A situation might occur in which the UAS becomes unresponsive to the flight controls of the PIC and 

flies away from the operating area. If this situation occurs, the following course of action applies: 

1) PIC: Informs the crew of the situation by calling “FLY AWAY” 

2) PIC: Wait for a possible reconnection to the UAS within a short length of time. 

3) PIC: While waiting, check controls to see if no buttons or switches have accidentally been 

pressed or switched. 

IF CONTROL OF THE UAS IS REGAINED: 

I. PIC: Inform crew members 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 its position on ground. 

IV. Observer: Keep surrounding area of the UAS safe for members of the public by informing and 

instructing them. 
Issue 1.0 28 June 2015 28

Copyright © 2015 Martinez Aerial Video Services

V. Payload operator (if part of the crew): Watch 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 checking the controller and 

batteries. 

IF THE SITUATION RESULTS IN A LOSS OF POWER 

Refer to Part B, 4.2 Situation 2. 

4.1.9 Loss of UAS 

A situation may occur 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 emergency response services if needed and informs local police about the 

situation. 

5) Observer & PIC: Secure the area where the UAS has come down by keeping the members of 

the public at a safe distance of at least 50 meters. 

6) PIC: Initiates accident investigation procedure (Refer to part A – 15). 

4.1.10 Loss of flight controller 

A situation may occur in which the PIC loses the ability to 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, heading, 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 flight path of the UAS. 

5) All flight crew: Wait 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/WHEN CONTROL IS REGAINED DURING FLIGHT: 

I. Inform crew members of the situation 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. Talk with local police about the situation and suspicions. 

4.1.11 Public encroachment 

During the operation, the UAS and the flight team may attract the attention from members of the public

in the operating area. Even though Martinez Aerial Video Services shall take precautionary measures 

(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. 
Issue 1.0 28 June 2015 29

Copyright © 2015 Martinez Aerial Video Services

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): When the safety of the PIC is guaranteed, the observer 

shall inform and instruct members of the public to clear the area. 

WHEN THE OBSERVER MANAGES TO CLEAR THE AREA: 

I. Observer: Notifies the PIC by calling “PUBLIC CLEAR”. 

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) 

WHEN THE OBSERVER DOES NOT MANAGE TO CLEAR THE AREA: 

I. Observer: Notifies PIC by calling “PUBLIC WON’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. When a predetermined landing area is nearby 

that is clear 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) 

4.1.12 Fire 

A situation may occur in which the UAS catches fire during the operation. If a fire is suspected by any 

member 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. 

4) PIC: Initiate landing procedure immediately. When 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 DJI Phantom 3 Pro Emergency Procedures 

The following emergency procedures apply specifically for the DJI Phantom 3 Pro : 
Issue 1.0 28 June 2015 30

Copyright © 2015 Martinez Aerial Video Services

4.2.1 Loss of power to propulsion/engine 

When loss of power to the propulsion or one of the engines occurs, the following emergency 

procedure shall be performed. There are two distinct situations that should be considered and each 

has a different emergency procedure: 

Situation 2: Loss of power to multiple engines 

The loss of power to multiple engines will result in a crash of the UAS (refer to 4.1.9). 

1) PIC: Call “ALL POWER LOST” to inform crew members of the emergency situation 

2) PIC: Maintain VLOS with the UAS. 

3) Observer: If possible, notify the public of the emergency 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 come 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 the UAS are running low. 

When the batteries for the transmitter that Martinez Aerial Video Services uses are running low, it will 

notify the PIC of a low-battery situation with an audible alarm when the battery voltage reaches 5.2V.

When the battery voltage reaches 3.9V, the transmitter will be turned off automatically, in which case

the procedure found in Part B, 4.1.3 applies. 

When the batteries for the DJI Phantom 3 Pro are running low, the PIC is notified by its telemetry data 

on the flight controller and the LED lights on the UAS. When 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. When 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) 

4.2.3 Loss of GPS signal 

The DJI A2 flight controller which is used on the DJI Phantom 3 Prouses GPS data to inform the PIC 

of the UAS its position. It is also used for the auto-land feature of the aircraft. When the GPS signal is 

lost, the PIC will see that there is no/unresponsive positioning data shown on the flight controller. It 

should be noted that when the GPS signal is lost, the auto-land feature does not function. If this 

situation occurs, the following course of action applies: 
Issue 1.0 28 June 2015 31

Copyright © 2015 Martinez Aerial Video Services

1) PIC: Informs the flight crew of the situation by calling “GPS LOST”. 

2) PIC: Maintains VLOS with the UAS and holds the UAS in 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 procedures (Refer to 

Part B, 3.5) 

4.3 DJI Phantom 3 Pro Emergency Procedures 

The following emergency procedures apply specifically for the DJI Phantom 3 Pro: 

4.3.1 Loss of power to propulsion/engine 

When loss of power to the propulsion or one of the engines occurs, the following emergency 

procedure shall be performed. The loss of power to multiple engines will result in a crash of the UAS 

(refer to 4.1.9). 

1) PIC: Call “ALL POWER LOST” to inform crew members of the emergency situation 

2) PIC: Maintain VLOS with the UAS. 

3) Observer: If possible, notify the public of the emergency 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 come down and start accident/incident procedures. 

6) Observer: Keep members of the public safe and away from the crash site. 

4.3.2 Low battery procedure 

A situation may occur in which the PIC is notified that the batteries of the transmitter and/or the 

batteries of the UAS are running low. 

When the batteries for the C1 controller for the DJI Phantom 3 Pro are running low, it will notify the

PIC of a low-battery situation through the battery LEDs on the front of the controller and with an 

audible alarm . When the battery voltage drops below 4V, the transmitter will be turned off 

automatically, in which case the procedure found in Part B, 4.1.3 applies. 

When the batteries for the DJI Phantom 3 Pro are running low, the PIC is notified by its telemetry data 

on the flight controller and the LED lights on the UAS. When 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. When 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. 
Issue 1.0 28 June 2015 32

Copyright © 2015 Martinez Aerial Video Services

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) 

4.3.3 Loss of GPS signal 

The flight controller of the DJI Phantom 3 Pro uses GPS data to inform the PIC of the UAS its position. 

It is also used for the auto-land feature of the aircraft. When the GPS signal is lost, the PIC will see 

that there is no/unresponsive positioning data shown on the flight controller. It should be noted that

when 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 in 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 procedures (Refer to 

Part B, 3.5) 
Issue 1.0 28 June 2015 33

Copyright © 2015 Martinez Aerial Video Services

INTENTIONALLY LEFT BLANK 
Issue 1.0 28 June 2015 34

Copyright © 2015 Martinez Aerial Video Services

APPENDIX A – FAA PERMISSION/EXEMPTIONS FOR AERIAL WORK 

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

 
Issue 1.0: 28 June 2015 35

Copyright © 2015 #CompanyName

APPENDIX B – SITE SURVEY, OPERATION AND FLIGHT CHECKLISTS 

B1: Pre-site survey 

SITE NAME

JOB NUMBER DATE LATITUDE & LONGITUDE:

ft

TEAM

 PILOT IN COMMAND:

 OBSERVER: VEHICULAR ACCESS: YES NO

 UAV REGISTRATION:

 HELPER 1:

 HELPER 2:

LOCATION

 ITEM ACTION (Use skydemon light, google earth & metcheck) FINDING

 AIRSPACE What is the Airspace? (A,C,D,E,F,G) - Do I need ATC permission?

 TERRAIN What is the Terrain? (Flat, Mountainous, Boggy)

 PROXIMITIES Other Aircraft (Aerodromes, Heli Pads, Model Sites)

 HAZARDS Live Firing, High Intensity Radio Transmissions, Gas Venting

 RESTRICTIONS Nuclear Power Stations, Prisons

 SENSITIVITIES Nature Reserves, Recreational Areas, Bye Laws

 PEOPLE Local Habitation (Do we need to Letter Drop)

 LIVESTOCK Local Farms 

 PERMISSION Local Authority, Land Owner, Military Space

 ACCESS Public Right of Way, Gates & Roads

 FOOTPATHS Public Footpaths, Bridal Paths

 ALTERNATE Alternative Operational / Take Off Sites

 RISK REDUCTION Can the job be done at another time to avoid School times etc

 WEATHER 24 hour forecast

 NOTAMS Any Notice to Airmen that may effect operations

PRE NOTIFICATIONS If Notified Date, Time & Contact Name

 LOCAL AIR TRAFFIC CONTROL: 

 REGIONAL AIR TRAFFIC CONTROL: 

 MILITARY CONTROL:

 NOTICE TO AIRMEN:

PRE SITE SURVEY

 DOWLOADED MAP TO GROUNDSTATION: (Tick)

 ALTITUTUDE FROM SEA LEVEL:

 WORK REQUIRED:

 DATE WORK REQUIRED:
Issue 1.0: 28 June 2015 36

Copyright © 2015 #CompanyName

ITEM ACTION / CHECK TICKAirframe Check Condition & Airworthiness ITEM ACTION / CHECK TICKCamera Mount Check Condition & Functionality Ground Station & Leads Check Condition & FunctionalityFlight Controller / Transmitter(s) Check Functionality Camera Monitor & Leads Check Condition & FunctionalityCalibration Platform Check Condition A / V Receiver & Leads Check Condition & Functionality

Telemetry Receiver & Leads Check Condition & Functionality

ITEM ACTION / CHECK TICK Laptop & Leads Check Condition & FunctionalityCamera(s) & Lens(s) Check Condition & Functionality Mobile Phone & Emergency No's Check Condition & FunctionalityCamera Connection Leads Check Condition Anemometer Check Condition & QuantityCamera Memory Cards Check Condition & Space First Aid Kit & Fire Extinguisher Check Condition & ContentsCamera to Airframe Lanyard Check Condition & Security Crew Identification Check Requirements & QuantityCamera Attachment Bolt Check Condition Fluorescent Jacket(s) / Hard Hats Check Condition & Quantity

Two Way Radios Check Condition, Charge & Function

ITEM ACTION / CHECK TICK Clothing (Boots, Coat, Gloves) Check ConditionMulti Function Battery Charger Check Condition & Functionality Air Navigation Map Check ConditionRequired Charger Leads Check Condition Checklists, Manuals & Logbooks Check Condition & CurrentBattery Checker Check Functionality Notepad & Pens Check Condition

Site Assessment Form Check Condition

ITEM ACTION / CHECK TICK Signs, Safety Tape, Cones Check Condition & QuantityScrewdrivers (Flat / Cross Drive) Check Condition Allen Keys Check Condition ITEM ACTION / CHECK TICKPliers (Standard / Long Nose) Check Condition Flight Battery Packs Charge & Check ConditionCable Ties (Various Sizes) Check Condition & Quantity Transmitter Battery Packs Charge & Check ConditionSide Cutters Check Condition Camera Battery Packs Charge & Check ConditionNylock Propeller Nuts Check Condition & Quantity Ground Station Battery Charge & Check ConditionSpare Props. (Tractor & Pusher) Check Condition & Quantity Charger Battery Packs Charge & Check ConditionSmall Socket Set Check Condition Mobile Phone Battery Charge & Check Condition

EMBARKATION CHECKLIST

B2: Embarkation checklist 
Issue 1.0: 28 June 2015 37

Copyright © 2015 #CompanyName

B3: Arrival checklist 

ARRIVAL CHECKLIST 

ITEM ACTION / CHECK TICK

SITE SURVEY CARRY OUT SITE SURVEY WITH OBSERVER 

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 CHECK SECURING NUTS FOR TIGHTNESS (Replace if 

Removed) 

CALIBRATION PLATFORM POSITION AS REQUIRED & ENSURE LEVEL WITH SPIRIT 

LEVEL 

GROUND STATION SETUP, SWITCH ON AND TEST OPERATION 

A/V MONITOR SETUP, SWITCH ON AND TEST OPERATION 

CREW IDENTIFICATION 

BADGES 

ISSUE AS REQUIRED 

 

HARD HAT / 

FLOURESCENT JACKETS

ISSUE AS REQUIRED 

 

TWO WAY 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 

 
Issue 1.0: 28 June 2015 38

Copyright © 2015 #CompanyName

B4: On-site survey checklist 

DATE WIND SPEED

KNOTS

 PILOT: TEMP. DIRECTION

 OBSERVER: *C 

 ITEM CHECK FINDING

 OBSTRUCTIONS

 VIEW LIMITATIONS Anything that may impair line of sight vision

 PEOPLE Is a Cordon required or some kind of crowd control

 LIVESTOCK Any Animals or Wildlife

 SURFACE Flat Surface, Rough, Sloped, Wet

 PERMISSION Do We Have the Land Owners Permission

 PUBLIC Public Right of Way, Footpaths, Gates

 AIR TRAFFIC Do We Need & or Have Clearance

 COMMUNICATION Two Way Radios Required

 PROXIMITY Are We Far Enough Away from Buildings etc.

 TAKE OFF AREA Where is the Safest Convenient Position

 LANDING AREA Where is the Safest Convenient Position

 OPERATIONAL ZONE Are there Any Hazards or Obstructions

 EMERGENCY AREA Where is the Safest Convenient Position

 HOLDING AREA Where is the Safest Convenient Position

 CONTACT NUMBERS

 PILOT:

 OBSERVER:

 CLIENT:

 LOCAL POLICE:

 LOCAL HOSPITAL:

 LOCAL AIR TRAFFIC CONTROL:

 EURO USC:

 NOTES:

ON SITE SURVEY

 Masts, wires, Buildings, Train Lines, Trees, Lakes, 

Rivers, Canals or Industrial Hazards
Issue 1.0: 28 June 2015 39

Copyright © 2015 #CompanyName

 

B5: Pre-flight checklist 

PRE FLIGHT CHECKLIST

ITEM ACTION / CHECK TICK

AIRFRAME CHECK FOR DAMAGE, WEAR, TIGHTNESS OF FITTINGS, CONDITION AND SECURE 

FITMENT OF PROPELLERS AND SECURE ATTATCHMENT OF CAMERA

FLIGHT BATTERY NOTE BATTERY NUMBER IN BATTERY LOGBOOK, RECORD PRE-FLIGHT BATTERY 

POWER % AND FIT INTO AIRFRAME (No Lower than 90%)

TRANSMITTER(S) SWITCH ON, CHECK BATTERY POWER IS WITHIN SAFE PARAMETERS, ENSURE 

TRIMS ARE NUETRAL AND ALL SWITCHES ARE IN THERE CORRECT POSITIONS

CAMERA SWITCH ON AND CONFIRM CORRECT OPERATION

AIRFRAME ENSURE AIRCRAFT IS LEVEL ON THE CALIBRATION PLATFORM

FLIGHT BATTERY CALL "CLEAR PROPS " AND CONNECT FLIGHT BATTERY

SELF DIAGNOSTIC WAIT FOR DIAGNOSTIC TO FINISH & GPS LOCK TO BE ESTABLISHED (Flashing 

Blue Light)

MONITOR CHECK FUNCTION & QUALITY OF A/V LINK FROM CAMERA

CALIBRATION MOVE LEFT TRANSMITTER STICK TO TOP LEFT CORNER & WAIT FOR BEEP

SAVE CALIBRATION MOVE LEFT TRANSMITTER STICK TO TOP RIGHT CORNER & WAIT FOR BEEP

CAMERA PLATFORM TEST FOR CONTROL AND OPERATION

TELEMETRY LINK ENSURE GROUND STATION AND TRANSMITTER DISPLAYS ARE CONNECTED

FLIGHT PLAN LOAD IN FLIGHT PLAN FROM GROUND STATION IF REQUIRED (Beep for Each 

Waypoint)

CAMERA START RECORDING

AIRCRAFT ALIGNMENT REPOSITION AIRCRAFT IN TAKE OFF AREA ON LEVEL GROUND FACING INTO 

WIND

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

CLEARENCE DO WE HAVE CLERENCE FROM AIR TRAFFIC CONTROL IF REQUIRED?

POWER UP CALL "TAKING OFF " AND START MOTORS (Left Transmitter Stick to Bottom 

Right Corner)

TAKE OFF TAKE ONE FINAL QUICK LOOK AROUND, CHECK WITH OBSERVER THAT THEY 

AGREE IT IS SAFE TO FLY, POWER UP AND TAKE OFF

COMMUNICATION THROUGHOUT ENTIRE FLIGHT STAY IN AUDIABLE CONTACT WITH OBSERVER, 

LISTEN FOR BATTERY WARNINGS, AIRSPACE INFRINGEMENTS OR PUBLIC 

ENCROACHMENTS

LANDING BEFORE LANDING, CHECK WITH OBSERVER, HOVER OVER LANDING AREA. TAKE 

A QUICK LOOK BELOW AIRCRAFT AND CALL "LANDING" AND THEN LAND.
Issue 1.0: 28 June 2015 40

Copyright © 2015 #CompanyName

B6: Post-flight checklist 

POST FLIGHT CHECKLIST

ITEM ACTION / CHECK TICK

TOUCHDOWN UPON TOUCHDOWN EMMIDIATELY STOP MOTORS (Left Transmitter Stick to Bottom 

Left Corner)

POWER DOWN WALK TO AIRCRAFT, DISCONECT FLIGHT BATTERY AND CALL "SAFE "

REMOVAL REMOVE AIRCRAFT FROM LANDING AREA

DATA RECORDING RECORD FLIGHT TIME DETAILS IN PILOTS LOGBOOK & BATTERY LOGBOOK

TRANSMITTER SWITCH OFF TRANSMITTER

CAMERA STOP RECORDING AND SWITCH OFF

AIRFRAME CHECK FOR DAMAGE, WEAR, TIGHTNESS OF FITTINGS, CONDITION AND SECURE 

FITMENT OF PROPELLERS AND SECURE ATTATCHMENT OF CAMERA

BATTERY REMOVE FLIGHT BATTERY FROM AIRCRAFT, CHECK RESIDUAL BATTERY %, RECORD 

DETAILS IN BATTERY LOGBOOK & PLACE ON CHARGE IN LIPO SAFE BAG PROVIDED 

THAT THE BATTERY IS NOT WARM (If So Allow to Cool)

MEMORY CARD REMOVE FROM CAMERA AND BACK UP TO GROUND STATION

REVIEW REVIEW IMAGES AND DISCUSS WITH CREW AND OR CLIENT IF REQUIRED
Issue 1.0: 28 June 2015 41

Copyright © 2015 #CompanyName

APPENDIX C – RECORDS FOR EACH FLIGHT 

C1: Aircraft Pilot and Crew Log 
Issue 1.0: 28 June 2015 42

Copyright © 2015 #CompanyName

C2. Incident Log 

 

INCIDENT LOG

Date of 

Incident

Time of 

incident Injuries/Damage Incident details Action taken / Incident Report Notes

e.g. Ongoing Investigation
Issue 1.0: 28 June 2015 43

Copyright © 2015 #CompanyName

C3: Maintenance Log 

MAINTENANCE LOG

DATE REASON FOR 

MAINTENANCE WORK DONE PARTS REPLACED SYSTEM TESTED YES OR NO NOTES
Issue 1.0: 28 June 2015 44

Copyright © 2015 #CompanyName

C4: Battery Charge Log 

 

BATTERY 

NUMBER

BATTERY RESIDUAL 

% BEFORE CHARGE

DATE OF 

CHARGE

CHARGE INPUT 

mAh

FLIGHT 

DURATION

PRE-FLIGHT 

BATTERY CHARGE % NOTES

BATTERY CHARGE LOG
Issue 1.0: 28 June 2015 45

Copyright © 2015 #CompanyName

C5: Software Update Log 

SOFTWARE UPDATE LOG

DATE

CURRENT 

SOFTWARE/FIRMWARE 

VERSION

UPDATED 

SOFTWARE/FIRMWARE 

VERSION

SUCCESFUL 

INSTALLATION 

YES OR NO

SYSTEM TESTED 

YES OR NO NOTES
Issue 1.0: 28 June 2015 46

Copyright © 2015 Martinez Aerial Video Services

APPENDIX E – RISK ASSESSMENT FORM 
Issue 1.0: 28 June 2015 47

Copyright © 2015 Martinez Aerial Video Services

APPENDIX F – AIRCRAFT SYSTEMS – DJI PHANTOM 3 PRO 

#DJI PHANTOM 3 PRO 

General: 

Weight (including battery, propellers, and camera) 

2.8 lbs. 

Diagonal size (including propellers) 

23.2” 

Max Ascent Speed 

16.5 FPS 

Max Descent Speed 

10.5 FPS 

Hover Accuracy 

•Vertical: +/- 4” (when Vision Positioning is active) or +/- 8” (with GPS) 

•Horizontal: +/- 5 FT 

Max Speed 

36 MPH (ATTI mode, no wind) 

Max Altitude Above Sea Level 

19,600 FEET 

Operating Temperature 

320 – 1040 F 

GPS Mode 

GPS/GLONASS 

Command and Control Frequency 

2.4 GHz 

Engines

Number of engines: 4 

Engine type: Brushless Electric Motor 

Power capacity (W): 100 (max) 

Battery: LiPo 4480 mAh 15.2V 
Issue 1.0: 28 June 2015 48

Copyright © 2015 Martinez Aerial Video Services
Issue 1.0: 28 June 2015 49

Copyright © 2015 Martinez Aerial Video Services

a. Operating Limitations and Conditions: 

Item Limitations (as specified by manufacturer4) 

Operational Ceiling 19,600 FEET 

Operational Endurance 23 minutes 

Maximum Speed at sea level 

Weather Dry conditions 

Maximum OAT 1040 F 

Minimum OAT 320 F 

Maximum Wind Speed 8 m/s (28.8 km/h) 

b. Payload Specification 

 
Issue 1.0: 28 June 2015 50

Copyright © 2015 Martinez Aerial Video Services

Item specification 

Camera Type Sony EXMOR 1/2.3” Effective 

pixels: 12.4 M (total pixels: 12.76 M) 

Camera is permanently attached to 

aircraft Gross weight 2.8 lbs. 

DJI controller specifications:

 
Issue 1.0: 28 June 2015 51

Copyright © 2015 Martinez Aerial Video Services
Issue 1.0: 28 June 2015 52

Copyright © 2015 Martinez Aerial Video Services
Issue 1.0: 28 June 2015 53

Copyright © 2015 Martinez Aerial Video Services

c. Failsafe Feature DJI A2 Controller 

The DJI A2 Flight Control System will enable the DJI Phantom 3 Proto enter Failsafe mode when its 

connection to the Remote Controller is lost. The Flight Control System will automatically control the 

aircraft to return to home and land to prevent injury or damage. 

The Failsafe feature will activate in the following situations: 

1) The Remote Controller is powered off. 

2) The Phantom has flown out of effective communication range. 

3) The signal between the Remote Controller and the Phantom has been blocked. 

4) There is interference causing a signal problem with the Remote Controller. 

The following pictures illustrate the workings of the Failsafe mode of the aircraft. 
Issue 1.0: 28 June 2015 54

Copyright © 2015 Martinez Aerial Video Services

Initiating the Failsafe mode from different flying statuses will results in different landing processes: 

• Ready to Fly (non-GPS) ---- Automatic landing 

The Flight Control System will keep the aircraft level during descent and landing. It may be drift during 

the descent and landing process. 

• Ready to Fly ---- Automatic go home and land 

The Flight Control System will automatically control the aircraft to fly back to the home point and land. 

 
Issue 1.0: 28 June 2015 55

Copyright © 2015 Martinez Aerial Video Services

 APPENDIX G – AIRCRAFT SYSTEMS – DJI Phantom 3 Pro 
Issue 1.0: 28 June 2015 56

Copyright © 2015 Martinez Aerial Video Services

d. Maintenance of DJI Phantom 3 Pro 

Follow the process described below to upgrade the aircraft, remote controller and battery. 

Updating the Aircraft Firmware 

Step 1- Check Battery and SD Card Capacity 

Ensure the Intelligent Flight Battery has at least 50% power and there is at least 100MB of free space

on the SD card. 

Step 2- Prepare the Firmware Update Package 

1. Download the firmware update package from the official DJI website 

(http://www.dji.com/product/inspire-1). 

2. Insert the SD into your PC. Extract the all downloaded files into the root directory of the SD 

card. Remove the SD card from your PC. Ensure the Inspire 1 is powered off then insert the SD 

card into the SD card slot on the Inspire 1 camera.

Step 3- Update the Aircraft 

1. Ensure the remote controller is powered off and then power on the aircraft. Upgrade will begin 

automatically after aircraft is powered on. 

2. It will take approximately 25 minutes to complete the firmware update. The camera will sound a 

short pulse of "D-D-D-D" beeping sound to indicate the upgrade is in progress and sound a “D---

DD” beeping sound to indicate the update is complete with success. 

3. Check the upgrade status by opening the “.txt” file that is automatically generated after the update. 

The update is successful if the text “result: successful” is in the document. Try upgrading the 

firmware again if the text “result: failed” is found or the gimbal sound a long beep sound. 

Updating the Remote Controller Firmware 

Step 1- Check Battery and SD Card Capacity 

Remote controller firmware is included in the aircraft firmware update package. Use the same update 

package file that is downloaded from the DJI official website. Ensure the remote controller 

battery level is above 50%. 

Step 2- Prepare the Firmware Update Package 

1. Extract all downloaded files into the root directory of an SD card or USB thumb drive. 

2. Insert the SD card into a SD card reader or the USB disk onto the remote controller USB port 

when remote controller powered off. If you do not have a SD card reader, you may insert the SD 

card into the gimbal and connect the gimbal with remote controller to upgrade the remote 

controller. 

Step 3- Update the Remote Controller 

1. Power on the remote controller and wait 60 seconds until the upgrade begins. Do not power off 

the remote controller during the update. 

2. It will take approximately 10 minutes to complete the firmware update. The camera will sound a 

beeping sound and the Status LED on the remote controller shows solid blue to indicate the 

update is in progress. The Status LED on remote controller shows solid green and beeping 

sound will stop if the upgrade is completed with success. The Status LED on remote controller 

shows solid red if upgrade is failed. Try upgrade again. 

Updating Intelligent Flight Battery Firmware 

The Intelligent Flight Battery is upgraded during the aircraft firmware upgrade process. It is 

recommended to keep the upgrade package files in your SD card. The upgrade will start 

automatically after power cycling the aircraft. 
Issue 1.0: 28 June 2015 57

Copyright © 2015 Martinez Aerial Video Services

APPENDIX H – CUSTOMER CONTACT FORM