UAS operations manual

Transcription

1 UAS operations manual Volume 1 This document is a combined Safety and Operations Manual that covers all aspects required to satisfy the requirements of the Civil Aviation Authority s Permission for Commercial Operations (PfCO). Document reference: NU_drones_ops_manual_vol1_v1.0 Accountable Manager: Mr Emrys Pritchard (emrys.pritchard@northumbria.ac.uk) Document author(s): Dr Matt Westoby (matt.westoby@northumbria.ac.uk) 1

2 Version 1.0 Document amendment record Version Date Amendments Authorised by Signature /11/17 Initial release Emrys Pritchard Commitment of Accountable Manager This Operations Manual describes the organisation, aircraft systems, personnel, flight operations and procedures by which the University of Northumbria at Newcastle (hereafter Northumbria University, or NU) carries out its Small Unmanned Aircraft operations. The document has been produced in line with Northumbria University s Health and Safety Policy, and aims to uphold the University s commitment to ensuring the health, safety and welfare of its staff, students and visitors. In line with the policy, this document will be regularly reviewed and developed. 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 National Aviation Authorities addressed by this document. Signed: Date: 17 th November 2017 (Emrys Pritchard, Assistant Director, Health and Safety) For and on behalf of the University of Northumbria at Newcastle (Northumbria University). Enquiries regarding the content of this document should be addressed to: Dr. Matt Westoby Department of Geography and Environmental Sciences Ellison Building Northumbria University Newcastle upon Tyne Tyne and Wear NE3 4XJ, UK matt.westoby@northumbria.ac.uk 2

3 Contents Document amendment record... 2 Commitment of Accountable Manager... 2 List of acronyms UAS operations Purpose and scope of this manual Safety policy and national perspective Document control and amendment policy Additional references and reading Organisation Structure of organisation and management lines Nominated personnel Role duties and responsibilities Responsibility and duties of the Person in Charge of the SUA (Pilot in Command) Areas of operation Types of operation Supervision of UAS operations Accident prevention and flight safety programme Flight team composition Operation of multiple types of SUA Qualification requirements Crew health Logs and records Details of the operator-training programme Copy of CAA Permission Insurance statement Incident investigation and Mandatory Occurrence Reporting Incident handling Incident logging Investigation procedure Airprox incidents Mandatory Occurrence Reporting Operations Role training and currency

4 Environment / task complexity assessment Operating limitations and conditions Methods to determine the intended tasks and feasibility Site planning and assessment On-site communications Pre-notification Site permissions Meteorological conditions On-site procedures Assembly and functional checks Pre-flight, intermediate, and post-flight checks Flight procedures Emergency procedures Appendix A Northumbria University PfCO to insert Appendix B Northumbria University Incident Report Form (IR4) Appendix C Incident logging template Appendix D Flight time logbook template Appendix E Tasking request form template Appendix F Pre-deployment form template Appendix G On-site survey template Appendix H Battery log template Appendix I Pre-flight checks Appendix K Maintenance logging template Appendix L EU reg 785/2004 insurance statement

5 List of acronyms AAIB Airprox ALARP AOI ATC CAA CAP CE EASA ECCAIRS ERP FPS GNSS GPS HD HIRTA HoD ICAO IN MP NAA NOTAM NQE NU PfCO PiC RC RTH SERA SPOF SUA Air Accident Investigation Branch Air Proximity Incident As Low As Reasonably Practicable Area of Interest Air Traffic Controller Civil Aviation Authority Civil Aviation Publication Conformité Européene (European Conformity) European Aviation Safety Agency European Co-ordination Centre for Accident and Incident Reporting Systems Emergency Response Plan Frames per Second Global Navigation Satellite System Global Positioning System High Definition High Intensity Radio Transmission Area Head of Department International Civil Aviation Organisation Information Notice Megapixel National Aviation Authority Notice to Airmen National Qualified Entity Northumbria University Permission for Commercial Operations Pilot in Command Radio Control Return to Home Standardised European Rules of the Air Single Points of Failure Small Unmanned Aircraft 5

6 SUAS SUSA TOW UAS UAS OSC VLOS VPS Small Unmanned Aircraft System Small Unmanned Surveillance Aircraft Take-off Weight Unmanned Aircraft System Unmanned Aircraft Systems Operational Safety Case Visual Line of Sight Vision Positioning System 6

7 UAS OSC Volume 1 Operations Manual 1. UAS operations 1.1. Purpose and scope of this manual The purpose of this document is to detail the items to be covered to ensure the safe operation of Unmanned Aircraft Systems (UAS) by Northumbria University (NU). The operations manual applies to all NU personnel involved in the safe operation of the UAS detailed in Volume 2 of this document (UAS Systems) Safety policy and national perspective NU adopts best industry practice to ensure that all flight operations using Unmanned Aircraft Systems (UAS) are carried out as safely as possible. This document addresses NU operations in the United Kingdom and overseas. In the UK, the National Aviation Authority (NAA) is the Civil Aviation Authority (CAA). It is the goal of NU to operate UAS in a manner which avoids harm, injury or damage to any persons or property. The NU Pilot in Command (PiC) will comply with all safety requirements and limitations of the Permission for Commercial Operations (PfCO) issued by the UK CAA to NU. NU is committed to maintaining the highest standards of UAS flight safety and aims to minimise harm to any persons of property by undertaking thorough risk assessment, site surveys, crew training, and ensuring that UAS systems are in operational condition through regular inspection and maintenance programmes. Specifically: The Accountable Manager will be responsible for ensuring that the safety policy is understood and implemented by all staff and is reviewed and amended as deemed necessary. The Pilot in Command will be responsible for ensuring that an operation is only carried out if safety can be assured and that all risks are mitigated to a level deemed ALARP NU shall aim to have zero accidents, and will work towards meeting this target at every opportunity. Whilst we shall strive to meet this target, NU staff must ensure that all risks are mitigated to a level deemed ALARP whilst ensuring that the appropriate procedures are in place to ensure that should an incident or accident occur the ERP procedure can be implemented quickly and effectively. A copy of the University-wide Health and Safety Policy, which is regularly reviewed, is available at: 7

8 1.3. Document control and amendment policy This document is controlled by the Accountable Manager, Mr Emrys Prichard (Assistant Director, Health and Safety, Northumbria University). The initial release version and any subsequent significant revision will be subject to the approval of the Accountable Manager. Amendments to this document will be recorded in the Document Amendment Record. For reference, a copy of this version and all superseded versions will be stored at the departmental level on a secure server, maintained by the University s Information Services team Additional references and reading All personnel associated with UAS operations will be familiar with the current national regulations under which they operate. For UK operations, the following resources exist: CAA website (UAS section) up-to-date information and guidance from the CAA. The Air Navigation Order (2016) this is the underlying legal document which outlines regulations for aviation activities in the UK, including UAS. This document is reproduced via the CAA as Civil Aviation Publication 393 (CAP 393). Specifically, refer to Articles 94, 95, and 241 in this document. UK CAA CAP 722 guidance material specific to UAS, including small (<20 kg) unmanned aircraft (SUA). UK CAA CAP 382 outlines requirements for mandatory reporting with respect to aviation incidents and accidents, which include UAS operations. 8

9 1.5. Organisation Structure of organisation and management lines Fig. 1 outlines the organisational structure of NU as it relates to the commercial operation of UAS. Nominated personnel and brief summaries of each role are provided in section onwards. The organisational structure comprises both institutional- and faculty level components. Each Faculty will have a designated Faculty Operations Approver, who will report to the Accountable Manager, who operates at the institutional level. The Accountable Manager may be embedded within the University Health and Safety Central Team, but if they are not, will report to this team prior to approving any operation. At the Faculty level, the Faculty Operations Approver will liaise with the Faculty Health and Safety Officer when considering a UAS operations proposal. Following this liaison, either individual may report to the PiC with a decision on whether a UAS operation is to be provisionally approved. If an operation is provisionally approved at the Faculty level, this recommendation is passed to the Accountable Manager, who has final oversight and may approve an operation (subject to modification if required), or reject the operation. Fig. 1. Organisational structure of NU and the wider University, as it relates to UAS operation. 9

10 Nominated personnel Role Accountable Manager (Institutional level) Nominated personnel Role may be fulfilled by a member of staff who can be held accountable for overseeing UAS operations at the institutional level. The current Accountable Manager is: Mr Emrys Pritchard (emrys.pritchard@northumbria.ac.uk) UAS Operations Approver (Faculty level) Pilot in Command (Faculty or Department level) Spotter Observer / Marshall Role may be fulfilled by a member of staff at the Faculty level with responsibility for approving commercial UAS operations. This individual is not required to hold Theory and Practical Certificates of Competence in UAS operations from an NQE (or international equivalent), but this is recommended. A list of current Faculty approvers is maintained on Sharepoint. Role may be fulfilled by any member of staff who holds the following from an NQE (or international equivalent): CAA Certificate of Competence in Remote Pilot Theoretical Knowledge / General Airmanship Syllabus CAA Certificate of Practical Flight Assessment Flight currency as evidenced by a remote pilot logbook and demonstrated a minimum of 2 hrs flight time on the craft to be used for UAS operations in the previous 90 days. Any member of staff who has received pre-deployment and on-site orientations from a PiC with direct regard to planned flight operations and emergency protocols. Must have received a copy of, and be familiar with site risk assessment. Is not required to be a qualified UAS pilot. Any member of staff who has received pre-deployment and on-site orientations from a PiC with direct regard to planned flight operations and emergency protocols. Must have received a copy of, and be familiar with site risk assessment. Is not required to be a qualified UAS pilot. 10

11 Role duties and responsibilities Accountable Manager: o o o Responsible for ensuring that the UAS safety policy is understood and implemented by all staff involved in the commercial operation of UAS, and that this policy is reviewed and amended as deemed necessary. Holds final responsibility for approving all commercial UAS flights following review of proposed operations and associated risk assessment and liaison with Faculty UAS Operations Approver and/or Faculty Health and Safety Officer. Ensures fair and consistent application of University policies and procedures and compliance with appropriate legislation, including health and safety and data protection. Faculty UAS Operations Approver: o o o Primary Faculty-level liaison for PiC when developing UAS operations proposals. Shares responsibility with Faculty Health and Safety Officer for reviewing UAS operations risk assessments. Oversees UAS activity and maintenance logging at the Faculty level. Pilot in Command: o o o o Directly responsible for, and is the final authority as to the operation of UAS for commercial operations. Provides on-site operational oversight, and conducts UAS flight operations in a manner which adheres to the organisation safety policy and national regulations. Will be familiar with the emergency procedures and risk assessment for a given operation Responsible for undertaking pre- and post-flight safety checks and incident reporting. Must hold valid certificates of competence in UAS remote pilot theoretical knowledge and practical operation, awarded by a NQE or other nationally recognised entity, as detailed in CAP 722. Responsible for maintaining their own UAS operations currency and logbook (minimum of 2 hrs flight time logged within preceding 90 days). The responsibilities and duties of the PiC are expanded on in section

12 Spotter: o o o o Provides on-site assistance to the PiC to ensure the safe operation of UAS. Maintains visual contact with the UAS between take-off and landing. Will be familiar with the emergency procedures and risk assessment for a given operation During flight, constantly reviews surrounding airspace and alerts PiC of the development of any potential dangers to the UAS, such as other aircraft entering the UAS s airspace. Will be trained to change batteries and briefly review UAS physical condition in between successive flights. Observer / Site Marshall: o o Provides assistance to the PiC by informing/marshalling members of the public and any other persons not under the control of the PiC to ensure their safety (e.g. by ensuring that persons not involved the SUA operations maintain a safe distance from the designated takeoff/landing zone (minimum 30 m) and do not otherwise interfere with the safe operation of the UAS.) Will be familiar with the emergency procedures and risk assessment for a given operation Payload Operator: o NU does not use dedicated payload operators, since the available UAS do not have this functionality. The PiC is responsible for acquiring aerial photographs and videos during commercial operation. This information will be reviewed if it becomes necessary to use payload operators in the future Responsibility and duties of the Person in Charge of the SUA (Pilot in Command) The roles and responsibilities of the person in charge of the UAS are defined as the limitations indicated on the PfCO issued to NU as contained within Appendix A. Furthermore, the PiC is required to complete the site survey and risk assessment forms (Appendices F, G) and adhere to the pre-flight and post-flight checklists for each deployment (Appendices H, I). Articles 94, 95, and 241 in CAP 393 contain pertinent information that a PiC operating under a PfCO, as granted to NU, shall act in accordance within the following constraints: Small unmanned aircraft (Article 94): 1. A person must not cause or permit any article or animal (whether or not attached to a parachute) to be dropped from a small unmanned aircraft so as to endanger persons or property. 12

13 2. The person in charge of a small unmanned aircraft may only fly the aircraft if reasonably satisfied that the flight can safely be made. 3. The person in charge of a small unmanned aircraft must maintain direct, unaided visual contact with the aircraft sufficient to monitor its flight path in relation to other aircraft, persons, vehicles, vessels and structures for the purpose of avoiding collisions. 4. The person in charge of a small unmanned aircraft which has a mass of more than 7kg excluding its fuel but including any articles or equipment installed in or attached to the aircraft at the commencement of its flight, must not fly the aircraft (a) in Class A, C, D or E airspace unless the permission of the appropriate air traffic control unit has been obtained; (b) within an aerodrome traffic zone during the notified hours of watch of the air traffic control unit (if any) at that aerodrome unless the permission of any such air traffic control unit has been obtained; or (c) at a height of more than 400 feet above the surface unless it is flying in airspace described in sub-paragraph (a) or (b) and in accordance with the requirements for that airspace. 5. The person in charge of a small unmanned aircraft must not fly the aircraft for the purposes of commercial operations except in accordance with a permission granted by the CAA. Small unmanned surveillance aircraft (Article 95): 1. The person in charge of a small unmanned surveillance aircraft must not fly the aircraft in any of the circumstances described in paragraph (2) except in accordance with a permission issued by the CAA. 2. The circumstances referred to in paragraph (1) are (a) over or within 150 metres of any congested area; (b) over or within 150 metres of an organised open-air assembly of more than 1,000 persons; (c) within 50 metres of any vessel, vehicle or structure which is not under the control of the person in charge of the aircraft; or (d) subject to paragraphs (3) and (4), within 50 metres of any person. 13

14 3. Subject to paragraph (4), during take-off or landing, a small unmanned surveillance aircraft must not be flown within 30 metres of any person. 4. Paragraphs (2)(d) and (3) do not apply to the person in charge of the small unmanned surveillance aircraft or a person under the control of the person in charge of the aircraft. 5. In this article, a small unmanned surveillance aircraft (SUSA) means a small unmanned aircraft which is equipped to undertake any form of surveillance or data acquisition Areas of operation UAS will be operated in a range of geographic locations. Whilst NU are based in the north-east of England, deployment may take place throughout the UK and overseas. Where commercial UAS operations are to be undertaken in another country, contact with the relevant NAA will be made, and national regulations governing the safe and legal use of UAS for commercial operations will be adhered to at all times. UAS will be deployed in a range of environments, including, but not limited to, open and sparsely populated countryside, coastal regions (e.g. cliffs, beaches, sand dunes), quarries and construction sites, forests, mountainous terrain (including glaciers), and transport corridors away from active use e.g. disused railways, artificial embankments adjacent to roads. Where flights take place close to buildings or structures, and permission has been granted from the owner or site manager to do so, a distance of at least 3 m from a given structure will be maintained at all times. For buildings or structures not under the control of PiC, UAS will maintain a distance of 50 m (150 ft). Similarly, a safe operating distance of 150 m will be maintained from crowds of more than 1000 persons, with no overflight permitted. The standard CAA permission for UAS in the <7kg category gives an automatic exemption that allows flight within congested areas to within 50 metres of person, structures (or within 30 metres if the persons are under the control of the person in charge of the aircraft). Following IN , it is noted that UAS with a take-off mass of <7kg are permitted to operate within a congested area as standard 1, permitted site-specific hazard identification and risk assessment has been undertaken and fully mitigates against the unsafe operation of a UAS in this environment Types of operation UAS flights may be carried out for the following purposes. Types of operation are not necessarily specific to an area of operation, and any combination of the types of operation listed below may be carried out in a given area. 1 (defined as an area which is substantially used for residential, industrial, commercial or recreational purposes) 14

15 Aerial photography or videography (for example, of natural and artificial landscapes, property/structures). Such data may be used, for example, for scientific purposes (e.g. land contamination analysis), simple digital visualisation, or marketing and teaching programme development. No semi-automatic flight-planning is envisaged for this type of operation. Aerial photography for topographic surveying, where overlapping photographs are taken of a site or feature of interest, with a view to using these data for subsequent photogrammetric reconstruction and analysis. Semi-automatic flight planning may be used in this context, at the discretion of the Accountable Manager. Aerial inspection of building or man-made structures, including the acquisition of still photographs or videos in support of such inspections. All UAS operations will be undertaken under VLOS and during daytime (i.e. the period extending from 30 mins before sunrise to 30 mins after sunset, as determined at surface level, in line with CAP 393). Flights will be carried out only in weather conditions which lie within the design flight envelope of the UAS being used. For example, when using a DJI Phantom 3 Professional, flights will not take place in winds where gusts exceeding 22.4 mph are observed, and ambient air temperatures are outside the range 0-40 C (see volume 2) Supervision of UAS operations The NU PiC on the day is responsible for supervising the operation of the NU UAS, including pre- and post-flight craft and site safety checks. The Accountable Manager enforces ultimate operational oversight through review of documentation including pre-deployment and risk assessment forms and has the authority to postpone or terminate UAS operations until he/she is satisfied that all hazards and risk have been identified and mitigated against to a degree which is ALARP for a given operation Accident prevention and flight safety programme Provisions for the safe operation of UAS are outlined in section 1.7. Incident reporting and procedures are described in section 1.6. Failsafe features of NU craft are summarised in their respective sections in volume 2. NU staff involved in the UAS operations are committed to the prevention of accidents by the following means: Flight crew training certification and orientation: detailed in section Includes requirement for PiC to hold certificates of competence in theoretical and practical aspects of UAS operation from a CAA-approved NQE, and for additional flight crew (spotters/marshalls) to have received a pre-deployment craft orientation and on-site briefing from the PiC, and to be familiar with operation risk assessments and associated emergency protocols. 15

16 A comprehensive risk assessment will be produced by the PiC prior to each UAS deployment and this document will be reviewed by the Accountable Manager and Head of Department, who retain the power to suspend or terminate UAS operations if they are in any doubt as to the appropriateness of this document. The PiC will also undertake remote and on-site assessments in order to identify and mitigate against the full range of hazards which may be present at a given site. Implementation of a UAS maintenance programme, which is detailed in Volume Flight team composition Flight team composition may for different types and areas of operation. Lone working is permitted by NU, and it may be appropriate in some instances for a single individual to assume the role of PiC, spotter, and marshall. Such an arrangement may be suitable in, for example, a highly remote area, where an operation is of low complexity. Where a lone working deployment is envisaged, the PiC will liaise with the Accountable Manager to discuss the logistics of such an operation. It is encouraged that the flight team comprises a PiC and a spotter as a minimum, with the spotter also assuming marshalling duties in such situations. Where proximity to members of the public not under the PiC s control is envisaged, the use of a dedicated ground observer or marshall is advised. Where flights are of particular complexity, further staff may be brought in to serve as additional spotters or marshals as deemed necessary by the Accountable Manager and/or PiC. As outlined in section 1.5.3, all staff involved in on-site UAS operations must be familiar with the operation risk assessment and emergency protocols Operation of multiple types of SUA All commercial UAS operations carried out by NU will be in the sub-7kg weight category (and therefore fall under the classification of small unmanned aircraft, or SUA). No limit is placed on the number of UAS that a PiC is able to fly or familiarise themselves with, so long as this weight classification is adhered to. A UAS pilot is only permitted to fly a single craft at any given time. Due to the nature of the operations carried out by NU, different craft may be deployed during a given operation, but no more than one UAS will be airborne. The purchase and intended use of craft for commercial operation by NU in addition to those described in Volume 2 will require revision and re-submission of this document to the CAA. Similarly, the intended use of a craft >7kg will require a PiC to acquire (or prove) that they are qualified to fly a craft in this weight category by providing evidence in the form of recognised certificates of competence, and will also require that this operations manual is updated and re-submitted to the CAA in advance of the operation. All PiCs are responsible for ensuring that they are familiar with any differences between a craft s operational envelope, and any variations in emergency or failsafe procedures. This information can be found under the appropriate craft description in Volume 2 of this document. 16

17 Qualification requirements Refer to section Crew health NU does not require its employees to undergo a medical/eye examination prior to UAS operation. As a minimum, all members of the flight team must be capable of clearly reading a vehicle registration number from a distance of twenty metres. It is a requirement for employees to disclose any conditions that may affect the safety of an operation. It is the responsibility of the individual to determine if they are in a physically and mentally sound condition to operate as part of the flight crew for NU. Any members of the flight team should advise the PiC (or observer if a craft is in flight) if they feel unable to continue with their assigned responsibilities. NU will use the mnemonic IMSAFE as a tool to assess crew health on the day of operation. The mnemonic is: Illness - Is any member of the flight team suffering from any illness or symptom of an illness which might affect them during flight? Medication Are any members of the flight team currently taking any drugs (prescription or overthe-counter), and could these affect their performance as it relates to safe UAS operation? Stress Are any members of the flight team pilot overly worried about other factors in their life? Psychological pressures can be a powerful distraction and consequently affect a pilot or member of the flight crew s performance. Alcohol - Members of the flight team should consider their alcohol consumption within the last 8 to 24 hours. Flights will not be carried out if the effects of alcohol are likely to compromise the ability of the flight team to carry out the operation safely. Fatigue Have the flight team had sufficient sleep and adequate nutrition? Eating - ensuring proper hydration, sustenance, and correct nutrition. If any doubt over a member of the flight team s medical fitness is suspected, they shall be required by the Accountable Manager to undergo a medical examination and/or eye test to ensure that safety can be assured during an operation. If a PiC or member of the flight team refuses to undergo these examinations when requested, the Accountable Manager holds the authority to suspend their role in UAS operations until such a time as they feel safety will not be compromised. 17

18 Logs and records It is a requirement of NU to keep adequate logs of any operation to ensure that suitable evidence can be provided for both investigation and review, should an issue come to light Logs and records will primarily be digital, and will be stored on a secure departmental server, which is administered by the University s Information Services team. Data are automatically backed up at regular intervals. Northumbria University adheres to The Data Protection Act 1998, which governs the collection, processing and disposal of data held about individuals and the rights of individuals to access this data. All NU UAS operations will adhere to the University Data Protection policy, a version of which is hosted at the following website: Logs and records that are to be kept and filed are; Pilot logbooks Pilot qualifications Pre-deployment forms On-site survey forms Risk assessments Flight authorisation forms (if required) Maintenance forms Incident report forms Details of the operator-training programme Currently NU does not require any additional training for employees involved in UAS operations, other than the qualifications stated in section If an operation, or a change in equipment, dictates further training or assessment, the operation shall not take place until this has been verified by the Accountable Manager and copies of qualification/training added to the member of staff s file. If it is found that this operations manual needs to be amended to reflect the change in training/assessment requirements for employees, any revisions will be carried out by the Accountable Manager and any relevant documents supplied to the CAA as appropriate. A revised version of this document will be filed and circulated to all staff directly involved in UAS operations or their supervision Copy of CAA Permission A copy of the CAA Permission for Commercial Operations is included in Appendix A. 18

19 Insurance statement Northumbria University holds third party public liability insurance which confirms to EC Regulation 785/2004. Proof of this insurance is provided in Appendix K Incident investigation and Mandatory Occurrence Reporting Incident handling In the event of any incident, the severity must be assessed. The following lists are designed to identify minor and major incidents: Minor incidents Any unusual or unexpected flight behaviour from the craft which does not result in damage or loss. Any failure of any aircraft system which does not result in damage or loss. Major incidents Any unusual or unexpected flight behaviour from the aircraft which results in damage or loss. Any significant damage to the aircraft caused by an aircraft system failure. Any significant danger or damage to persons, possessions or property during flight operations. Any public encroachments or aircraft incursions which required preventative measures to be actioned. Northumbria University has procedures in place for incident reporting and review. Where an incident results in injury to a person, the Incident Reporting Procedure (Appendix B, C) must be followed. An accompanying Code of Practice details the standards to be applied following an accident or incident involving a member of staff (or student) working away from the University on official business, and therefore applies to UAS operations. A current version of this Code of Practice is maintained at: In all instances where injury occurs to a member of staff or person involved in an activity being led by NU, an Incident Report Form (IR4) must be completed (Appendix B). In cases where injury is caused to a person, the above applies in addition to the logging, investigative and MOR actions detailed below. Where a minor or major incident occurs which does not result in injury to a person, the following logging, investigation and MOR procedures apply, but completion of an NU Incident Report Form (IR4) is not required. 19

20 Incident logging All MINOR incidents should be logged in the Aircraft Operating Hours Logbook (Appendix D). Upon noting a minor incident, the logbook should be checked for similar occurrences. If a given minor incident occurs three times, then an investigation should be initiated to identify the cause and implement steps to reduce the likelihood of this incident occurring again. All MAJOR incidents require an investigation as outlined in section The incident logbook should be completed Investigation procedure Any UAS investigation undertaken by NU will involve the production of a UAS Incident Report, which will follow the structure below. An example UAS Incident Report Form template, with accompanying explanation, is shown in Appendix C Airprox incidents If an air proximity (Airprox) incident has occurred, such as the incursion of another air user into UAS airspace, an Airprox report will be filed using the UK Airprox Board s online reporting platform ( For clarification, an Airprox is defined as: a situation in which, in the opinion of a pilot or air traffic services personnel, the distance between aircraft as well as their relative positions and speed have been such that the safety of the aircraft involved may have been compromised. (Source: Mandatory Occurrence Reporting Mandatory Occurrence Reporting will be completed as required by the NAA for the country of operation. For instance, occurrence reporting in the UK and the rest of Europe is described by CAP 382 ( Mandatory Occurrence Reporting Scheme ), and is governed by European Regulation 376/2014, which requires the reporting, analysis and follow-up of occurrence in civil aviation and delivers a European Just Culture Declaration. An occurrence is defined as any safety-related event which endangers or which, if not corrected or addressed, could endanger an aircraft, its occupants or any other person. The relevant compliance document for UAS operations carried out in the United Kingdom is the UK ANO 2016, which states that Any incident which endangers or which, if not corrected, would endanger an aircraft, its occupants or any other person is a reportable occurrence. 20

21 MOR will be carried out via the Aviation Safety Reporting portal at (administered by ECCAIRS). In the event that a person is injured or killed, the PiC or other nominated NU staff (such as the Accountable Manager) will contact the UK Air Accident Investigation Branch (AAIB), which operates a 24-hour hotline ( ). Following registration of the incident, the AAIB will advise as to whether any additional information is required. The above ensures compliance with CAP 393, Section Operations Role training and currency All staff operating under the NU CAA-issued PfCO must meet the minimum qualification requirements for their specific role, as identified in section , and including any UAS flight currency requirements (e.g. for a PiC - award of theory and practical competency certificates for UAS operations via a NQE, in addition to flight currency of 2 hours in the previous 90-day period). Additional UAS flight experience outside of commercial operations is encouraged and is actively pursued by several current NU staff. UAS flights are regularly undertaken for research purposes in a range of settings (i.e. without commercial remuneration). These settings often require relatively complex site assessments, such as for operating close to coastal cliffs, above forest canopies, or over glacier surfaces and in mountainous terrain. Experience gained from such activities is invaluable and is directly transferable to the safe operation of UAS in a commercial setting Environment / task complexity assessment Determination of the task complexity will be carried out following discussion with the client and whilst undertaking a remote (or in person) site assessment and completion of the pre-deployment and risk assessment forms. Given the range of environments in which it NU may undertake commercial UAS operations, the following task complexity assessment criteria and operational constraints apply: Low complexity task or environment o A single, low mass craft to be deployed (sub-7kg SUA). Operational environment is benign and comprises, for example, open countryside or a site where the pilot s field of view beyond the 500 m distance and 400 ft (121 m) bubble is not significantly obstructed by buildings/structures, vegetation, or complex topography. Encroachment from members of the public is highly unlikely. o Deployment of a single-man team permitted, although a minimum of a two-person flight crew comprising a PiC and spotter/observer is recommended. 21

22 Medium complexity task or environment o A single <7 kg SUA to be deployed. Operational environment is low to medium complexity, where the latter contains manageable hazards such as proximity to persons or buildings or structures (including those under the control of the PiC, and those which are not). Airspace may be controlled and operation requires ATC authorisation or prenotification. All operations to be undertaken in a congested area fall are designated as medium complexity as standard. Encroachment by members of the public is possible and must be mitigated. o Deployment of a two-man flight crew comprising a PiC and spotter (may also act as marshall) as a minimum is mandatory. High complexity task or environment o A single <7kg SUA to be deployed. May require deployment of a combination of craft (e.g. fixed-wing, multi-rotor), but only one craft to be deployed at a given site. Site may be highly complex and contain a range of hazards, some or all of which require complex mitigation. Includes overflight of groups of people (for which an extended permission is required). Flight profiles are complex. Encroachment by members of the public is highly likely and must be mitigated. o Deployment of a three-man flight crew comprising a PiC, spotter/observer, and marshall is mandatory. Accountable Manager or PiC may request additional flight crew as necessary Operating limitations and conditions All operations conducted by NU will be in accordance with the permissions granted in the PfCO and regulations set out in the following CAPs: CAP 393 Air Navigation Order, notably: o Article 94 ( Small unmanned aircraft ) o Article 95 ( Small unmanned surveillance aircraft ) o Article 241 ( Endangering safety of any person or property ) CAP 722 Unmanned Aircraft Systems Operations in UK Airspace Key points, as they relate to the operating limitations and conditions of SUA (UAS <7 kg) under a standard PfCO are paraphrased as follows, and will be adhered to at all times: The person in charge of a SUA must: 22

23 Not allow anything to drop from the aircraft. Not fly, unless reasonably satisfied that the flight can be made safely. Maintain unaided visual contact to monitor the aircraft and avoid collisions, up to max. 500 m horizontal distance from the PiC and 400 ft vertical distance above ground level. Not fly within 50 m of any person, vehicle or property not under the control of the pilot, except during take-off or landing, when this distance is reduced to 30 m. Not fly within 50 m of buildings or structures in a congested area, defined in the ANO as any area of a city, town or settlement which is substantially used for residential, industrial, commercial or recreational purposes. Not fly over or within 150 m of any organized event of over 1000 people. Not cause an unacceptable risk to any person. UAS operations will adhere to the Standardised European Rules of the Air (SERA), a copy of which is maintained on the CAA website: The most recent IN relating to the UAS operation is IN-2016/073. In addition, UAS operations will be carried out using flight parameters which conform to craft-specific operational design flight envelope (see Volume 2). The CAA s SkyWise app will be used to receive instant safety alerts, rule and regulation changes and airspace amendments Methods to determine the intended tasks and feasibility Initial customer enquiries should be captured using the tasking request form found in Appendix E. This form captures the following information: Client name and contact details Client s service requirement Proposed flight location (using a grid reference or postcode if possible) Proposed date and time A pre-deployment form (Appendix F) and an on-site survey form should also be combined with the tasking request form to produce a job file, a hard copy of which will be taken on-site whilst flight 23

24 operations are being conducted. This job file will be retained indefinitely. All forms will be completed digitally and stored on a secure server. In the first instance, direct consultation with the client, preferably by telephone or in person, but alternatively via , by should provide enough information on which to base an initial decision as to whether, in principle at least, the intended task is likely to be feasible. If the task appears to be feasible in principle, the next step will be to complete a remote site assessment and complete pre-deployment and risk assessment forms. Completion of remote site assessment and the pre-deployment form will identify any potential hazards or site-specific considerations which must be factored into the planning of UAS operations. For example, consultation of aeronautical charts will alert the PiC to any permanent or temporary restrictions on airspace use, whilst scrutiny of Ordnance Survey maps and aerial imagery (e.g. Google Earth) for an area of operation will highlight features such as power lines or buildings and structures, as well as providing a broad overview of the nature of the topography in the area. This information will feed directly into the production of the operation risk assessment, where measures to mitigate any hazards can be addressed, and an initial decision on whether the operation is feasible Site planning and assessment The pre-deployment form (Appendix F) should be completed prior to the commencement of on-site UAS operations. In the process of completing this form, a range of UAS operating environment considerations will be assessed as follows: Identification of airspace designation (i.e. uncontrolled, controlled, restricted, prohibited, danger) and other aircraft operations (e.g. local aerodromes) and review any limitations on flight design or execution (e.g. a limit on maximum permitted aircraft flying height in a controlled airspace. Trained NU staff to consult aeronautical charts using the SkyDemon Light website portal ( and/or app to identify airspace designation and any hazards to UAS operation, such as HIRTA or wind turbines. Obtain landowner permission (may or not be the client). NU staff responsibility. Check for any temporary airspace restrictions (NOTAMs) using the NATS website, or smartphone/tablet app. Consult Ordnance Survey maps (e.g. using Bing maps: to identify primary topographic / natural and manmade features (e.g. power lines, radio masts, etc) or areas (e.g. congested areas or habitation, recreational areas) significant to proposed UAS operation. Additional remote site inspection of high resolution aerial or satellite imagery of the location will be carried out using Google Earth/Maps (or an equivalent). At this stage, a potential take-off and landing site may be identified. 24

25 Consider checking GNSS satellite coverage for proposed time and day of operation (or use to inform choice of time and day). Verify that craft is in operational condition and address any outstanding issues if necessary On-site communications Contact telephone numbers will be recorded using the on-site survey template (Appendix G) before embarkation to the site. This task is best carried out at the planning stage and at the same time as completion of the pre-deployment form. Client Flight team Local Air Traffic Control Local Aerodrome Traffic Controller(s) Local police constabulary All on-site communication will be verbal. If deemed necessary, handheld radios will be issued to members of the flight team (e.g. spotters) who are stationed in remote areas of the site. Members of the flight crew may choose to wear high-visibility vests to alert members of the public to their presence. If operations are to take place in an area where mobile phone signal is intermittent or non-existent, a member of the flight team will be stationed in the nearest location with consistent signal coverage, and will be in radio contact with the on-site flight team. In the event of an emergency, instructions will be given over handheld radio for contact with, e.g. the emergency services, to be made, and crucial information relayed. If operations are to be carried out in particularly remote areas, mobile phone and data signal coverage will be checked using Ofcom s Mobile & Broadband Checker app Pre-notification Pre-notification is required if a planned flight operation is to take place within two and a half nautical miles of any aerodrome (in the UK). The PiC should contact the local ATC to advise the controller of the planned flight operation at least twenty-four hours before the planned flight. Contact details for the tower will be recorded on the on-site survey template. If the planned flight operation is to take place in an area where members of the public are likely to be present, it may be appropriate to inform the local police. The contact number for the local constabulary will be recorded on the on-site survey template Site permissions NU will obtain prior permission in writing from all landowners over which flight operations are to be conducted. Permissions will preferably be obtained by as part of the pre-site assessment process, though in some instances it may be necessary to obtain a written signature from the client on 25

26 site, which will be recorded on the on-site survey template (Appendix G). No flight operations will commence without permission from all relevant landowners Meteorological conditions In the week leading up to any flight operation the PiC will obtain long range weather forecasts. Twentyfour hours before the proposed flight operations an additional, up-to-date weather forecast will be obtained. The PiC will then review the weather forecast and, based on the craft s operational envelope, will make a decision about the feasibility of the planned flight operations. If possible, clients should be informed at least twenty-four hours in advance of the proposed flight time if operations are to be postponed. Weather forecasts from one or more of the following sources will be consulted: UK Meteorological Office ( MetCheck ( UAV Forecast ( On-site procedures Site Survey Upon arrival at the operating site location, the NU PiC will carry out an on-site assessment survey to familiarise themselves with the local geography of the site. This survey is completed by undertaking a site walk-over to confirm the presence of any hazards marked on the pre-deployment form, and to identify any additional hazards. If additional crew are present, it is advisable to carry out this procedure with all present, so that all issues can be discussed as they are found. All findings should be recorded using the on-site assessment form (Appendix G). To facilitate crew orientation and assist with flight operations, it may be helpful to utilise a smartphone or tablet device running the GPS Status & Toolbox app. This complies with CAP 722 Appendix A3/A4 (Site Survey Assessment). Selection of operating area and alternate The NU PiC should select a position from which to deploy, land and operate the UAS, which should be kept clear of obstructions. This position should ensure full VLOS over the area of interest (AOI) and preferably be positioned between the AOI and the sun to avoid visual impairment during UAS operation. This position should be discussed with the observer, when present. The PiC should select a take-off/landing zone and, where available, backup landing area. This zone should be discussed with the observer, when present, and should: Be clear of physical obstacles (e.g., overhanging trees, rocks, buildings, power lines etc.) Be on level terrain (avoiding steep slopes) Consider effects such as wind shear (caused by vegetation, buildings, cliffs etc.) 26

27 All buildings and persons not under the control of the PiC must remain 30 metres away from the aircraft for take-off and landing, and 50 metres away during flight. Crew briefing If possible, details of the operation should be issued to flight team at least twenty-four hours prior to deployment. The PiC will give a briefing to the flight team before any flight operations take place. The briefing will cover the criteria listed below. Advise of take-off, landing, operating areas. Confirm flight plan with the flight team, including anticipated flight number and duration. Confirm emergency procedures. Check that the crew are happy to proceed and confirm duties and responsibilities. Issue two-way radio communication devices if required and state channel to use. Cordon Procedure The pre-site assessment should have identified if a cordon is required, but this decision will be reevaluated on-site by the PiC. If large numbers of the public are expected, then a cordon should be established fifty metres around the planned flight path. This cordon should be set out using cones and safety tape. Signs should be placed every 40 metres advising members of the public that UAS flight operations are in progress. Marshalls may be required to be positioned at gates or on public footpaths to advise members of the public about the dangers of entering the area. Gates may be closed, access may be restricted, but spotters may not detain any members of the public or prevent them from accessing public rights of way. The spotters will advise on the dangers of entering restricted areas and to advise the PiC about public encroachments. If the location is in a less populated area, such as open countryside, a local cordon around the take-off and landing area may be established if deemed necessary by the PiC. This may be as straightforward as four markers set out into a five metre square around the PiC and encompassing the take-off and landing zone. It is the responsibility of the spotter or observer/marshall to ensure that the PiC is aware of any encroachment from a member of the public. Communications See section Weather Checks An on-site weather assessment will be made by the PiC, who will ultimately make the decision as to whether current or anticipated meteorological conditions are likely to affect the safety of UAS operations. Factors which will be assessed in the context of the craft s operational envelope and operation include visibility, precipitation, and wind speed. Where uncertainty exists over wind speed, a real-time assessment of local wind speed will be obtained from A handheld anemometer may be used to confirm wind speed if deemed necessary. 27

28 Refer to section for protocols for pre-deployment weather checks. Charging and fitting of batteries NU personnel are responsible for charging UAS batteries. All batteries should be checked prior to embarkation to the site. All batteries will be identified by a unique identification code, written on each battery pack. These battery identification codes are recorded in the battery charge logbook, which is stored on an internal directory (Appendix H). Protocols for safe storage, charging, transportation and discharging are intended to significantly reduce the risk of Lithium Polymer (LiPo) battery failure. The main causes of LiPo battery failure are: over-discharging (below 3.2 V per cell) over-charging (above 4.2 V per cell) exposure to extreme temperatures The risk of overcharging will be mitigated by using intelligent flight batteries, which have integrated balancing and protection circuitry. Over-discharging will be avoided by regular monitoring of battery voltage levels whilst the craft is in flight, and battery condition will be checked during pre-flight tests. Procedures for retrieving UAS before battery levels become critical are expanded on in Volume 2. Batteries will not be left unattended whilst charging. Battery changes in between successive flights will be carried out by any trained member of the flight team, ideally the PiC. Battery packs will be suspended from use if there is a noticeable drop in capacity (manifested as reduced flight endurance), if the charge cannot be balanced to within 0.1V between cells, or if any signs of physical deterioration are observed (e.g. puncturing). At the discretion of the Accountable Manager, suspended batteries will either be repaired by an approved repair centre, or will be responsibly disposed of. Loading of equipment Where an additional payload is to be fitted to the craft, the PiC is responsible for ensuring that this is securely attached and does not interfere in any way with the safe operation of the craft. No additional payloads are currently used in commercial NU operations. This information will be reviewed if additional / non-standard payloads are to be used Assembly and functional checks Minimal assembly is required for the use of off-the-shelf drones. Assembly comprises the removal of motor protectors, the fitment of propeller blades, removal of the camera gimbal protector, and the fitting of a flight battery. The craft will be visually inspected at the end of this process for any irregularities and before pre-flight checks are undertaken Pre-flight, intermediate, and post-flight checks The NU PiC is responsible for completing the following checklists which outline the procedures to be followed during aircraft start-up and following recovery. Checklists are found in Appendices I and J. 28

29 Pre-flight checklist Post-flight checklist If any fault or problem is found during the pre-flight checks which cannot be remedied on-site, then the intended UAS operation must be postponed until a solution is found. Any interrupted checklist procedure must be restarted if a problem is identified and remedied Flight procedures The following mandatory operating procedures are to be adhered to by the PiC and, where applicable, observer. This complies with CAP 393 and CAP 722). PiC to keep aircraft within VLOS, within a 500 m wide by 400 ft (121 m) high bubble PiC to maintain primary focus on the aircraft and immediate surroundings PiC to ensure they can hear audio notification from ground control station (e.g. smartphone, tablet) for key flight parameters (telemetry status, UAV position, distance to next waypoint, flight battery voltage, flight mode, triggered failsafe etc). Spotter (or Marshall if present) to maintain visual lookout for public encroachments and airspace incursions. 29

30 Emergency procedures The table below outlines a range of potential emergencies which may arise during UAS deployment, alongside recommended actions and person(s) responsible. Unless otherwise stated, the PiC is responsible for implementing the post-incident actions. Emergency Type Action Required (on site) Person(s) responsible Post-incident actions In the first instance, pilot should toggle between GPS ATTI mode in an attempt to regain control (depending PiC on which mode the aircraft was in when loss of control occurs). Transmitter communications dropout. Pilot control of craft lost. If control cannot be regained, call Radio loss so that the crew understand the situation and can observe the aircraft s flight path. Upon transmitter failure or frequency interference the aircraft will enter the Failsafe mode and should automatically return to the home point. Upon seeing or hearing the call Radio Failsafe ensure that the take-off site is clear of all persons as the aircraft will be returning to its initial power up coordinates. PiC/Observer/Spotter Recover craft and review potential causes for communications dropout, such as unforeseen environmental factors (signal obstruction/interference, sudden loss of transmitter power, etc). Visually inspect craft for any visible damage and undertake flight test in a controlled environment. To be logged as a minor incident if control is regained and contributing factors identified and mitigated, otherwise constitutes a major incident and will require further investigation (as per sections and 1.6.5). If the latter, provide flight logs and description of issue to manufacturer or an approved repair centre for investigation and consider submitting a MOR. Submit craft for inspection if requested. Loss of Propulsion (Motor or propeller failure, aircraft battery failure) Aircraft Battery Failure Ground Control Station Failure / RC loss Call Dead Drone and assess if the aircraft is controllable, if sufficient control is maintained head directly to either the landing site or alternate landing site whichever is closest. If control is compromised try to execute a controlled descent. Upon hearing the call Dead Drone identify the closest safe landing position to the aircraft and advise the PiC. Upon hearing the call Dead Drone immediately clear any persons directly underneath or in the path of the aircraft to either the landing site or alternate landing site whichever is closest. Maintain visual contact with the aircraft once the area is clear. The PiC will call GCS Failsafe to alert the ground crew and will record the last known voltage of the UAS and mission time and assess whether there has been a complete failure of the GCS, or whether it is a signal dropout. If the latter, the PiC should wait to see if signal returns before continuing the operation if safe to do so, PiC Spotter Spotters / Marshall PiC Recover craft and inspect for damage to motors/propellers/battery. Review battery condition and cell voltages. Follow incident reporting procedure. Consider completing a MOR. Undertake next flight under controlled conditions and review craft performance. Submit craft for professional inspection if issue remains unresolved. If battery failure, report nature of failure to manufacturer and dispose of responsibly or submit for inspection. Recover craft and troubleshoot likely causes of GCS failure e.g. signal failure, app crash, GCS sudden loss of power or battery run-down. Advised to carry spare battery for GCS, although replacing GCS battery and rebooting whilst craft remains in-flight is 30

31 or abort the operation. Upon extended signal loss or total GCS failure, the craft will automatically RTH. inadvisable. Consider using an alternative GCS for future operations unless issue can be easily and safely resolved. Complete Incident Report Form. GPS failure Call GPS Failsafe and confirm that the UAS has entered ATTI mode (or craft-specific equivalent). Check craft responsiveness and continue with flight operations if deemed safe to do so. If control is compromised, execute a controlled descent and RTH manoeuvres. Maintain visual contact with the aircraft once the area is clear. If the craft begins to behave unpredictably, approach any members of the public in the vicinity and ask them to accompany you to a safe position. Assist PiC in guiding craft to designated backup landing zone to effect safe landing if required. PiC Spotters / Marshall Recover craft and review likely causes of GPS failure or signal dropout. Was there unforeseen signal interference in the area? If so, record and factor into future predeployment planning. Undertake subsequent flight under controlled conditions and check whether GPS functionality has returned, or whether a more serious problem with the craft s GPS unit is likely to be present. If the latter, report to manufacturer or approved repair centre and submit craft for inspection/repair if required. Craft not to be used until issue is resolved. Public encroachment Aircraft Incursions Upon being advised by the Observer of a public encroachment immediately hold position and wait for further instruction. The Observer will advise of the location for the safest area to land and confirmation should be given by the PiC that the instruction has been understood. Immediately proceed to the advised landing site and cease operations, or resume once member(s) of public no longer pose a danger to operations. Upon identifying an imminent aircraft incursion within the 400ft, 500 m operating bubble call the relevant phrase in relation to the PiC s field of view ( Aircraft Ahead, Aircraft Behind, Aircraft Left or Aircraft Right ) and maintain visual contact with the approaching aircraft. Upon observing or being advised by the flight crew of an aircraft incursion, immediately hold position and look beneath the aircraft to identify hazards. Descend the aircraft to around 10 m above the ground or any structure. Once the incursion no longer exists, the planned operation may resume. It should be noted that descending a multi-rotor too quickly can result in a 31 PiC Spotter PiC Review pre-deployment and site survey to identify whether public encroachment could be avoided in the future, either through revised pre-deployment procedures, or improved public notification (signage, etc). If member of public was at significant risk at any time, following incident reporting procedure. Review nature of incursion and review whether it was avoidable. Was due process followed and airspace designations/notams/atc etc properly consulted or notified? If possible, contact local ATC to inform of incursion whilst still on site. If situation conforms to definition of an Airprox, file an Airprox using the UK Airprox Board s online reporting platform. If ATC was not alerted to UAS operations (e.g. if operation >2.5 nautical miles from an aerodrome) could the incursion have been

32 crash due to dropping through dirty air (the so-called ring vortex state). If it is safe to do so and is absolutely necessary, a PiC may choose to take a rapid descent risk to avoid an air collision, but will attempt to effect a horizontal movement component to minimise this additional risk. avoided if ATC was contacted as an additional precaution? Consider reviewing pre-deployment protocol. Following incident reporting procedure as detailed in this document, including MOR. If the distance as well as their relative positions and speed between the UAS and any other airspace users is deemed to compromised the safety of the craft involved, the PiC is to file an Airprox report. UAS flyaway Switch to a non-gps mode (e.g. ATTI ) to regain control of the craft. If the aircraft remains unresponsive, activate the RTH failsafe function. Maintain direct visual contact with the aircraft for as long as possible. If visual contact is lost make a note of estimated altitude, speed, remaining battery endurance and heading. Once the Observer confirms actual information contact the local air traffic control and local police using the contact numbers found on the on-site assessment form to advise them of the situation. If the aircraft is seen to make contact with the ground or a structure, execute the shutdown procedure and walk over to the crash site. Take photographs at the crash site, contact details and statements from anyone present and recover the aircraft. Leave contact details for any property damaged as a result. PiC Any aircraft flyaway to be logged as a major incident reporting procedure to be following as documented in section onwards. MOR to be completed. Liaise with ATC and local police if craft has gone beyond VLOS and is unresponsive. Recover craft if possible and review likely cause for flyaway. Likely to be indicative of a more serious/fundamental problem with craft avionics or GPS unit. Submit craft to manufacturer or approved repair centre for further investigation. Craft not to be flown until problem has been fully investigated and resolved. If the UAS has breached the GeoFence and the appropriate failsafe has not been triggered as highlighted in the failsafe section, call Fly Away so that the crew understand the situation. Upon hearing Fly Away immediately monitor the aircraft telemetry data and make a note of the aircraft s heading, speed and altitude. Monitor craft telemetry data for as long as the connection remains. Observer to assist PiC in noting craft information so that the local air traffic control can be advised by the PiC. Upon hearing Fly Away maintain direct visual contact with the aircraft for as long as possible and advise the PiC of an estimated heading. PiC Spotter 32

33 Pilot incapacitation Battery fire whilst UAS grounded Fire (UAS in flight) Fire (GCS or transmitter) Upon feeling as though incapacitation is imminent call Man down and activate the failsafe function. Upon noticing the PiC has become incapacitated activate the RTH failsafe via the transmitter or GCS (if transmitter is unreachable) and call Man down. Ensure that the PiC is not in any imminent danger from a returning aircraft and then ensure that the take-off site is clear of all persons as the aircraft will be returning to its initial power up coordinates. Call for the emergency services if required. Once the aircraft lands and shuts down, disconnect the flight battery. Upon noticing fire call Fire. If the fire is a Lithium Polymer battery fire do not try to extinguish, allow the battery to burn out and then extinguish any additional fires. If the fire cannot easily be extinguished and increases in size call the emergency services. Upon noticing an aircraft fire call Aircraft Fire and wait for instruction from the Observer. Upon hearing Aircraft Fire, proceed directly as instructed by the Observer to the safest available landing point. Upon landing initiate craft shutdown procedure. Upon identifying an aircraft fire call Aircraft Fire. Upon hearing Aircraft Fire immediately identify the nearest safe landing point and advise the PiC. Approach the aircraft with a fire extinguisher if available and continue as per the Fire (Ground Equipment) procedure Upon identifying an aircraft fire call Aircraft Fire. Upon hearing Aircraft Fire wait for the aircraft to land and then treat the emergency as per above. Upon noticing fire call Fire. If the fire is a Lithium Polymer battery fire do not try to extinguish. Allow the battery to burn out and then extinguish any additional fires. If the fire cannot easily be extinguished and increases in size call the emergency services. 33 PiC Observer All Crew PiC Observer Spotter / Remaining Crew All Crew Review likely contributing factors causing pilot incapacitation. If the emergency services were not called to site, PiC to consider reporting to their GP to discuss reasons for incapacitation. To be logged as a major incident and reported to the University Health and Safety Team. Report battery failure to manufacturer and document damage to battery and craft. Defective or damaged batteries are not to be returned to the manufacturer via courier. Review likely causes of fire and identify any unforeseen contributing factors and consider additional precautions which could be implemented to avoid battery fire in the future. Review battery logbook and transportation history to isolate any potential causes. Document damage to craft by photograph and recover craft if safe to do so. Follow reporting procedure for a major incident and undertake MOR. Review possible causes of fire (craft malfunction, environmental factors?) and submit craft for repair or inspection and disposal by manufacturer or an approved repair centre. Document damage to GCS or transmitter by photograph. Review causes and identify contributing factors or probably cause of fire (likely to be battery-related). Do not attempt to use damaged GCS or transmitter equipment replacement or use of

34 If a fire occurs which the aircraft is in flight, try to activate a RTH, or power off the transmitter to force the aircraft into RTH mode. Refer to above on landing. alternative equipment is required. Notify manufacturer or place of purchase of defective device. 34

35 Appendix A Northumbria University PfCO to insert 35

36 36

37 Appendix B Northumbria University Incident Report Form (IR4) The purpose of this form is to record all accidents and incidents. The term Accident is where injury or ill health has occurred. The term Near Miss and Dangerous Occurrence is where an incident has occurred and there is potential for injury. Part A: Record of Accident/Incident (Please complete within 24hrs for all incidents) Surname: Forename: Age: Sex: M/F Faculty: Dept: Work/Home Line Managers Name: Tele: Tele: Occupation: Home address Status: Employee Contractor Visitor Member of the public Student Other Checklist for gathering information: PPE High Visibility Tape/ Flash light Incident reference guide Clip board Tape measure and ruler Pencils / pens, paper Camera / video camera Description of Accident/Incident Location of Accident/Incident: Building: Accommodation: Date: Time: First Aider Name: First Responder Name: Reported to: Date: Time: Description of Injury/Condition: Refer to Appendix 1 Severity Matrix Type of Accident/Incident? ( Select as required) Near miss: Dangerous Occurrence: Damage Loss: Near Miss: Actual or potential for harm?(select as required) Minor Major Fatal Damage/Loss Over 7 day Injury Over 3 Day injury No lost time Riddor Reportable (F2508) 37

38 Injury Type: Treatment This section MUST be completed If no injury or damage occurred record incident as a near miss with no injury Where there is more than one injury, place a number on the part of the body affected and put the same number in the type of injury, continue until all of the injuries are entered. Body Map Abrasion / Bruising Amputation Asphyxiation / poisoning Burn / scald Concussion / internal injuries Dislocation Electric Shock Fracture Lacerations / cuts Loss of Sight / eye damage Multiple Injuries Natural Causes Penetrating Injury Respiratory distress Sensitisation / irritation Shock / stress Sprain / strain Superficial Injury Other Describe first aids and treatment given by: Off-site treatment required: Y/N GP/Hospital in-patient/hospital out-patient/x-ray/other (delete as necessary) Did the injured person return to work? Are light/reduced duties been offered? Yes/No Yes/No / Accepted? Yes/No 38

39 Date any absence commenced: Date returned to work: (only record if information is available: Has a health/injury review date been arranged? Yes/No Date: Has the incident area been made safe? i.e. has the immediate danger/chance of escalation been removed Yes/No Yes/No Describe briefly how the Accident / Incident occurred? (Include event leading up to the incident use plans, photo, or diagrams as necessary) refer to attached guidance Describe any Equipment/tools/substances being used at the time of the incident Accident type tick as appropriate Animals Attack by 1 Machinery (Excluding Vehicles) 20 Building/Scaffolding Collapse 2 Microbiological Release 21 Burns 3 Molten Metal Release 22 Work Equipment Failure 4 Other Causes 23 Crushed 5 Portable Power Tools 24 Dangerous Occurrence 6 Radiation 25 Drowned 7 Spillage of Chemicals/Harmful Substances 26 Electricity 8 Sports Injury 27 Explosions 9 Striking against Stationary Object 28 Falls from Height 10 Struck by Moving Object 29 Falls on level Slip/Trip/Stumble 11 Traffic 30 39

40 Falls on Stairs 12 Trapped 31 Fires 13 Near Miss 32 Hand Tools 14 Violence to Staff 33 Manual Handling 15 Verbal Abuse 34 Sharps 16 Nip 35 Contact with Harmful Substances 17 First Aid 36 Infectious Materials 18 Ill Health 37 Laser Beams 19 40

41 Part B: Investigation and Information Gathering: Refer to appendix 2: Investigation quick reference guide Witnesses: statements to be signed and attached to this report: (Please record witness statements onto the attached template) refer to quick reference guide: Appendix 3: Witness statement template Name Job title Statement attached Photographic Evidence: indicate number of photos and title Identify the immediate actions that caused or contributed to the accident/incident: Commence gathering the following documents: Risk assessment/ safety procedures/training records/matrix/photos of safety signs/ppe etc. Identify the underlying causes of the accident/incident (refer to guidance notes for assistance). Perform a Why- Why analysis to help identify contributing factors. Identify Physical Factors: (appendix 4a) 41

42 Identify Human Factors: (appendix 4b) Identify Management System Factors (Appendix 4c) 42

43 Recommended actions to be taken to minimise likelihood of recurrence: Consider both risk control measures to be implemented in the long and short term Risk Assessment: Future loss potential if action not taken: Refer appendix 5 to Risk Matrix Likelihood of hazard risk effect 1. Unlikely: 2. Possible 3. Likely 4. Almost certain 5. Certain Severity (MRFWC Injury) 1. None no injury 2. Minor - first Aid or minor injury that may have had minor medical treatment 3. Moderate- Lost-time or recordable injury/illness 4. Major -Permanent disability 5. Extreme-Amputation or one or more fatality Risk = Likelihood x outcome Low = 1 or 6 Med = 8 or 12 High = 15 or 25 Make Recommendations Refer to the risk matrix for further guidance and highlight Review findings and recommendations (including owners and target completion dates) with the business Manager/Health and safety central team: The review should ensure: o o o Completeness of investigation and data collected. Thorough root cause analysis has identified all possible causes. Recommended actions should address the causes of the incident. Part C: - Actions (Give person responsible and agreed completion date) Add here additional actions identified during step 4. Physical Controls (Walls, guards, barriers etc.): Responsibility Completion date Managerial/Procedural controls, Safe Systems of Work: Information, Instruction and Training: Safety Signs and warnings: NB: Ensure that all persons actioned above receive a copy of this form or notification of allocated responsibility Sign Off Name Signature Date 43

44 Business Manager Health and Safety Central Team Other Comments by Senior Manager Across the UNN are there other risk assessments and safe working procedure that may require review and updated? (is the risk present in any other area of the UNN? If so, communicate actions and controls immediately Name of risk assessment and safe working procedure Completion date Person responsible Criteria for Reporting and Investigation Accidents and Incidents Part A of the report should be completed ASAP following notification of the incident and where possible within the same shift period as the accident was reported. For Safety and RIDDOR purpose, the Assistant Director of Health and Safety must be notified of the accident within 24 hrs. The fully completed IR1 form is to be completed and signed -off within 72 hrs. If this is not possible due to a lengthy investigation, it should be completed and designated as an interim report. Please liaise with the Central Health and Safety team for guidance and an approved extension to investigation time. The person involved in the accident should ideally be interviewed at the scene of the accident or as soon as possible after the accident has occurred. Where a person is absent from work as a result of an accident Immediate Manager must arrange a meeting through the HR department with the injured party as soon as reasonably possible to discuss any limitations they may have and any support they may require in preparation for their return to work. Except in extreme cases of severe injury, the injured person should be spoken to by his/her immediate manager on the first day of absence or before the end of the first week in order to try to prevent the absence becoming a 7 day reportable. 44

45 Appendix C Incident logging template Date Pilot in Command Aircraft Follow-up actions Job reference Crew Incident specifics Notifications AIRPROX MORS Location details Incident diagram: 45

46 Appendix D Flight time logbook template Pilot: Period: Additional flight crew: Date Job # Aircraft Crew Objective/Notes Flight time (hrs) Total flight time (hrs) Total hours for period: Signature: 46

47 Appendix E Tasking request form template Date of production: Job number: Name of originator: Name of remote pilot: Name of client: Address: Client information Contact number: Notes: Task information Task location: Date / time: Access restrictions: Notes: 47

48 Appendix F Pre-deployment form template Job number Date completed Remote pilot / PiC Location (6 fig grid ref) Intended platform Considerations Actions Findings Airspace classification A, C, D, E, G VLOS/EVLOS/BVLOS Other airspace restrictions Local ATC / frequency What is expected of job, how many operators are required to complete task? MATZ, CTR, ATZ, Danger Areas, Restricted Areas, Prohibited Areas, NOTAMS Local ATC in area of operation. Contact frequency if applicable. Air users Air hazards Helipads, microlight, gliding/power, model aircraft clubs, kite flying HIRTA, venting sites, arms ranges, birds Air space restrictions Power stations, prisons, hospitals, government buildings Terrain Ground hazards Terrain type, e.g. mountainous, lowland, woodland, farmland, urban e.g. Lakes, rivers, motorways, railways 48

49 Public access Footpaths, bridleways, roads, public rights of way Congested areas Restrictions Sensitivities e.g. power stations, prisons, schools, hospitals, government buildings e.g. elderly homes, churches, nature reserves, livestock. Also check relevant byelaws Risk mitigation Alternative time/day to avoid congestion Weather Advance forecast of intended task location (if available) Task complexity (low, medium, high) 49

50 Appendix G On-site survey template Job Number: Date completed: Personnel: Notes of intended task: Weather: Task Notes Check 1. Confirm pre-deployment form is completed and a hard copy present. 2. Confirm landowner permission obtained if applicable. 3. Confirm whether ATC has been notified if required. 4. If possible, walk-over surrey around AOI to check for obstructions, visual limitations or other hazards. 5. Locate safest take-off/landing areas and alternative(s) 6. Confirm flight plan is safe and appropriate and brief crew (+client if present/necessary) 7. If required, ensure safety clothing equipment has been issued 8. Unload equipment 9. If work is in an area with public access: Set up cordon if required? Check for public address system to announce planned mission? 50

51 Appendix H Battery log template Date Flight Flight Flight Battery 1 Battery 2 Battery 3 04/03/17 Flight Battery 4 Flight Battery 5 Notes 09/03/17 Check B2 voltages discharge then full charge + re-check 11/04/17 29/05/17 (completed above as example) 51

52 Appendix I Pre-flight checks 52

53 Appendix J Landing and post-flight checks Landing checklist: Post-flight checklist: Task 1. Upon touchdown, power motors down. Keep transmitter powered on. Check 2. Note flight duration and battery voltages in logbook. 3. Power off flight battery (manual). 4. Recover aircraft from landing area (if appropriate) 5. Record pilot and other flight details in relevant logbook 6. Remove memory card from UAS and review images/data with client if necessary 7. Shut down GCS / flight app (if no further flights are to be undertaken) 8. On return to base, download image data from sensor memory cards 9. Download flight logs from flight controller 53

54 Appendix K Maintenance logging template Aircraft Serial no: Model: Total hours: Firmware/software version: Hours since last service: Next service: Service Element Checked Notes PASS / FAIL Frame integrity (visual) All bolts tightened Correct items fitted Items securely fitted Systems to check: Flight controller IMU GPS Compass Gimbal Video downlink Ground station Transmitter (craft) Transmitter (payload) (if applicable) 54

55 Appendix L EU reg 785/2004 insurance statement 55

56 UAS operations manual Volume 2 This document is a combined Safety and Operations Manual that covers all aspects required to satisfy the requirements of the Civil Aviation Authority s Permission for Commercial Operations (PfCO). Document reference: NU_drones_ops_manual_vol2_v1.0 Accountable Manager: Mr Emrys Pritchard (emrys.pritchard@northumbria.ac.uk) Document author(s): Dr Matt Westoby (matt.westoby@northumbria.ac.uk) Version 1.0 1

57 Document amendment record Version Date Amendments Authorised by Signature /11/17 Initial release Emrys Pritchard Commitment of Accountable Manager This Operations Manual describes the organisation, aircraft systems, personnel, flight operations and procedures by which the University of Northumbria at Newcastle (hereafter Northumbria University, or NU) carries out its Small Unmanned Aircraft operations. The document has been produced in line with Northumbria University s Health and Safety Policy, and aims to uphold the University s commitment to ensuring the health, safety and welfare of its staff, students and visitors. In line with the policy, this document will be regularly reviewed and developed. 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 National Aviation Authorities addressed by this document. Signed: Date: 17 th November 2017 (Emrys Pritchard, Assistant Director, Health and Safety) For and on behalf of the University of Northumbria at Newcastle (Northumbria University). Enquiries regarding the content of this document should be addressed to: Dr. Matt Westoby Department of Geography and Environmental Sciences Ellison Building Northumbria University Newcastle upon Tyne Tyne and Wear NE3 4XJ, UK matt.westoby@northumbria.ac.uk 2

58 UAS OSC Volume 2 Systems 2. Volume 2 UAS Systems (Faculty of Engineering and Environment) This volume details the SUA available for commercial operations in the Faculty of Engineering and Environment, Northumbria University. Specifically: DJI Phantom 3 Advanced / Professional Page 1 DJI Phantom 4 Advanced / Professional Page 17 DJI Inspire 1 / Inspire 1 Professional Page 27 DJI Mavic Pro Page DJI Phantom 3 Advanced / Professional DJI Phantom 3 Professional SUA, transmitter and GCS (smartphone) Details of design and manufacturing standards Item Manufacturer: Distributor: Type: Model: Detail DJI 4 th Floor, West Wing Skyworth Semiconductor Design Building No. 18 Gaoxin South 4 th Ave. Nanshan District Shenzhen, China Heliguy (Colena Ltd) Unit 9 Jupiter Court North Shields NE29 7SE Multi-rotor (quadcopter) Phantom 3 Professional 3

59 Environmental operating limitations Description Weather Wind: Operating temperature Action Only operate in dry weather Max 10 m/s (22.4 mph) 0 C to +40 C Design flight envelope Description Max thrust: Max manoeuvring speed: Max velocity: Max wind: Max ascent/decent Max altitude with no restrictions Operating temperature Max operating radius with no restrictions Hovering accuracy Detail V Sea Level 5 m/s 16 m/s ATTI mode, no wind 10 m/s ±5 m/s Ascent 3 m/s decent 6000m / 19685ft 0 C to +40 C 3.5km when CE compliant Vertical: ±0.5m Max tilt angle 35 Horizontal: ±2.5m Max yaw angular velocity 150 /sec Air vehicle characteristics Item Dimensions: Max take-off weight: Battery weight: Max flight time Motor types and numbers: Power source: Detail 300 x 300 x 200 mm 1280g (TOW) 365g Max flight time 23 minutes approx. 4x Brushless KV LiPo 4 cell 4

60 Battery power output: RPA type: Wingspan: Overall diameter: Command and control frequency: 15.2 volts Quadcopter 30 cm 59 cm (Props on) GHz Design features The Phantom 3 Professional is a consumer-grade off the shelf SUA, manufactured by Dà-Jiāng Innovations Science and Technology Co., Ltd (DJI), a Chinese technology company. The SUA is a quadcopter design, and propulsion is provided by four motors (with detachable propellers), each mounted at the end of an arm. The dimensions of the craft, with propellers attached, is 59 cm. Power is supplied by a single DJI Intelligent Flight Battery, which is inserted into the main body of the craft. A combined camera-gimbal unit is suspended beneath the craft and can be used to acquire digital images (up to 12.4 MP) or HD video (up to 4K resolution). This unit is non-detachable/interchangeable, except for repair or maintenance. Two parallel struts provide support for the craft during take-off and landing, and provide a limited amount of protection for the camera-gimbal in case of collision. Flight control is via a handheld remote controller. Additional flight monitoring functionality (e.g. real-time camera feed, background maps, battery level, craft height, distance) is provided via the DJI GO app, which runs on Android and ios smartphone or tablet devices Construction The main body or external casing of the SUA is manufactured from plastic, as are the propellers, landing support struts, and much of the external casing of the gimbal-camera unit. Rubber grommets connect the gimbal-camera unit to a plastic baseplate which is attached to the underside of the craft, and provide some vibration dampening. Rubber pads are affixed to the base of the landing struts. Except for the brushless motors and the camera, all electronic components (e.g. flight controller, ESCs, guidance systems etc) are encased in the main body of the SUA Electrical power provision and distribution Item Make: Model: Voltage level: Max charge voltage: Max fast charge rate: Min discharge voltage: Detail DJI P3 Smart Battery PH3-4480mAh-15.2v 3.7v / cell N/A N/A N/A 5

61 Propulsion system Item Detail Type and number Electrical 4 Propeller diameter, pitch, notes Motor type/size Max thrust Standard / max current draw ESC max current 24 cm, 12.7 cm, self-tightening 4 brushless KV, mm 800g / 12V (sea level) 15-25A / 30A 60A Flight Control System and Navigational Guidance Description Make Size Action DJI P3 Integrated flight controller MC: N/A IMU: 6-axis gyroscope and accelerometer GPS & Compass: DJI proprietary components LED Indicator: An LED indicator is inbuilt on each of the front propeller support arms. Two LEDs on the rear propeller supports serve as Aircraft Status Indicators which communicate the system status of the flight controller, as per the diagram below. 6

62 Interpretation of the colour and any flashing provides information on aircraft status, as follows: Weight Power Consumption Working Voltage Functions Flight control stabilisation N/A N/A N/A Hovering Accuracy Vertical: ± 0.5m, Horizontal: ± 2m Suitable Wind Condition <10m/s (22.2mph) Max Tilt Angle 35 Ascent/Descent ±5m/s 4m/s In GPS/ATTI mode Internal 6-axis gyroscope and accelerometer for recording and relaying changes in tilt and movement, prompting the flight controller to compensate automatically. GPS mode only - GPS/GLONASS downlink used for horizontal and vertical positional stabilisation. Guidance features Onboard digital compass provides orientation/directional guidance. Craft can access GPS/GLONASS data, to maintain and improve 2D and 3D positional accuracy. These data are used to enable the craft to maintain its 3D position in the air whilst awaiting commands from the remote pilot, and are also used to execute pre-planned flight routes, and to facilitate the return to home safety feature. The DJI VPS uses ultrasound and image data to help the craft maintain its current position. The VPS helps the craft to hover in place more precisely and also fly indoors or in other confined environments where a GPS signal is not available. VPS is activated automatically when the craft is turned on in P-mode (GPS). The VPS components are located on the bottom of the craft. 7

63 [1] Monocular camera [2] Ultrasonic sensors Other avionics No other avionics Landing aids If the pilot has access to a live feed from the onboard digital camera, this feed can be used as a landing aid. Manually altering the view angle of the camera between horizontal, oblique, and vertical perspectives can provide additional information to the pilot beyond that provided by VLOS as to the nature of the immediate surroundings. This approach will not be used as a substitute for VLOS-guided landing of the craft, but will be of use if the craft needs to make an emergency landing on unfamiliar ground. The RTH function brings the aircraft back to the last recorded Home Point. There are two types of RTH procedure: Smart RTH, Low Battery/Failsafe RTH, described as follows: Smart RTH: Press and hold the RTH button on the remote controller. GPS mode must be activated and a GPS satellite fix acquired for this function to work. Once pressed, the aircraft will automatically return to the last recorded Home Point. The remote controller s control sticks can be used to control the aircraft s position and avoid a collision during the Smart RTH process. Press the RTH button again to terminate the procedure and regain full control of the aircraft. Low Battery/Failsafe RTH: Low battery failsafe is triggered when the flight battery is depleted to a point that may affect the safe return of the aircraft. The pilot is advised to return to home or land the aircraft immediately when prompted. If used, the DJI GO app will display a notice and give an audible alarm when a low battery warning is triggered. The Aircraft will automatically return to the Home Point if no action is taken after a ten-second countdown. The pilot can cancel the RTH procedure by pressing the RTH button on the remote controller. The thresholds for these warnings are automatically determined based on the aircraft s current altitude and distance from the Home Point. The aircraft will land automatically if the current battery level can only support the aircraft long enough to descend from its current altitude. The pilot can still use the remote controller to alter the aircraft s orientation during the landing process Payloads Integrated 3-axis gimbal and camera sensor: Item Detail 8

64 Sensor Manufacturer: Sony EXMOR 1/2.3 Model: Weight: Height: Width: Professional/ Advanced 186g 80mm 80mm Pixel count: Effective pixels: 12.4 M (total pixels: M) Lens: Angle range: 120 (+30 to -90 ) FOV mm (35 mm format equivalent) f/2.8, focus at infinity Emergency recovery or safety systems Please refer to section System modifications No system modifications have been made Change management / system modifications There are no foreseeable changes or modifications which will be made to the system. In the event that a system modification is required, any modification will be logged, tested, and approved by the accountable manager before any operational deployment Command and control Remote controller specifics: Item Make: Operating frequency: Detail DJI GHz 9

65 Transmitting distance: max. 3.5 km (unobstructed; CE compliant) Operating temperature range: 0 C 40 C Battery: Transmitter power: 6000 mah LiPo (2 cell) 16 dbm (CE compliant) HD video downlink: Item App: Live view working frequency: Live view quality: Latency: Detail DJI GO (for Android or ios; updated to latest version) 2.5 GHz ISM 30fps 220ms (depending on conditions and device) Whole system Single Points of Failure (SPOF) SPOF Frame Battery (+ connector) PMU IMU Flight controller Any connectors/wires leading to any of the 4 motors Any of the 4 ESCs Any of the 4 motors Any of the 4 propellers Mitigation Routine inspection, pre- and post-flight checks Check for uniform power transmission during craft start up and hover checks. Check Aircraft Status Indicator sequence when craft powered on. Red flashing alternatively indicates IMU Error. Flight is a no-go until investigated. Check stability of drone as part of initial take-off/hover checks. Pre- and post-flight checks. Check that power is evenly transmitted to motors when craft is powered on (visual, audible). Pre- and post-flight checks. Ensure motors are securely mounted and rotating smoothly, both without power, and under power (audible check). Keep motors free of dust during storage and operation. Ensure clockwise and counter-clockwise propellers are fitted to correct motors and tightened. Check propeller condition during pre- and post-flight checks. If damaged, replace with genuine DJI props. 10

66 Ground control station The craft manufacturer recommends use of the craft in conjunction with the app DJI GO, which is compatible with Android and ios operating systems on smartphone and tablet devices. These devices (one per craft) is connected to the remote controller using a mini USB-USB cable. Once successfully paired to the controller, the app performs a range of functions which augment the flight experience and provide additional safety-related information, including, but not limited to: live HD video feed from the craft camera, background mapping (supported by Google Maps see figure below), craft location and orientation, battery and remote controller battery level (and cell-specific voltages for the latter). Audible alerts and alarms are particularly useful and inform the PiC of a range of situations, such as updating of the craft home point prior to takeoff and low battery warnings. Screenshot of the DJI GO app, showing Ready to Go (GPS) status at top, and local mapping as the main screen content. The red arrow in the centre indicates the craft position, and the surrounding green circular boundary shows the horizontal position of the geofence, which is set to 500 m. Screenshot of the DJI GO app, showing on-board battery details, including real-time cell-specific voltages (~4.13V), overall voltage (16.49V), battery temperature, and more. This screen allows the user to set various alerts, such as the low battery and critical battery warning thresholds. 11

67 Operation of the craft is not dependent on the coincident operation of the app. However, it is organisational policy that an app such as this is used to provide additional flight information and safety features. For some applications, such as flight plan generation and in-flight map generation, third-party apps (e.g. DroneDeploy) may be used. The suitability of third-party apps for flight planning and execution will be rigorously tested prior to commercial deployment to familiarise the PiC and any ground crew with their primary features. For all apps, the software version will be checked prior to each flight operation and will be updated to the latest version if required. Similarly, device operating system / firmware updates will be applied as they become available Craft repair and maintenance Only NU staff or trained technicians can carry out maintenance of the craft. A digital SUA logbook will be maintained for each craft, which will detail the date of inspection and any action taken (Appendix K). A mandatory test flight will be carried out following any craft repair or maintenance, routine or otherwise, and the outcome of this test flight recorded in the maintenance logbook. Only basic maintenance and repairs will be carried out by NU staff. For more advanced repairs (e.g. internal inspection and repair), the craft will be sent to an approved SUA technician. For this document, basic maintenance refers to procedures which can be carried out using basic tools, such as a screwdriver, applied to externally visible features (e.g. screw fittings). Examples of basic maintenance for the craft include detachment/reattachment and replacement of motors, landing struts, and the camera gimbal. All maintenance and repairs will be carried out to a standard of quality and safety which preserves the original condition and operation of the craft. The maintenance programme for the craft is broken down into three types: Pre- and post-flight craft inspection and checklist completion. These will be carried out by a NU pilot each time an aircraft is deployed (Appendices I, J). A minor level service. This service is performed every time a craft has been operated for five hours, or when deemed necessary. A major level service. This service is performed annually or every 20 hours of flight time, whichever comes first. This service will be carried out by staff at a recognised DJI Drone Repair Centre. Following any repair, or services of minor level and above, a full flight test will be carried out to verify the continued airworthiness of the craft. This flight test will comprise no less than 10 minutes flight time by a qualified NU pilot, and any abnormalities recorded in the craft s maintenance logbook. If the PiC deems the aircraft safe, then they will sign the logbook as fit for operational use. If any doubts exist as to the airworthiness of the craft then the craft will be subject to further inspection and testing to diagnose and address the issue. 12

68 Spare components All spares or replacement components will be genuine DJI products. Spare parts will be thoroughly checked for defects prior to fitting and their first flight. Any issues will be recorded in the craft maintenance logbook and will be addressed prior to the next flight Known failure modes The following situations are known to cause failure and loss of pilot control of the craft. The table below briefly describes these situations, and presents mitigating measures that will be put in place to avoid their occurrence. Craft failure mode / scenario Battery failure, leading to crash Critical battery level / rapid battery drain Craft fly away (loss of pilot control, craft continues to fly unguided) Mitigation measure(s) Batteries to be checked for general condition prior to each use (i.e. visual inspection to check for visible external damage/imperfections which may imply instability). Battery cell voltages to be checked prior to take-off using DJI GO app, and monitoring during 15-second hover prior to the commencement of flight activities. Batteries to be stored per manufacturer s recommendations. Batteries to be rotated to ensure consistent use between battery pool. The craft has a failsafe mode which will initiate an automatic RTH procedure, should the battery level drop below a user-defined threshold. The craft is able to take into account the distance from the home point when calculating when this RTH function will be initiated. The automatic RTH battery level will be set to a minimum of 20%, which will ensure that enough battery is left to effect safe recovery of the craft. The DJI GO app also provides visual indication as to the remaining battery level, and the PiC will keep a close eye on this level to ensure that, without fail, the craft has enough battery to safely RTH (manually or automatic). Generally caused by GPS/compass interference or failure. Such situations can be caused by signal interference by, for example, high-intensity radio transmissions, GPS signal occlusion by nearby buildings or topography, or damage to the flight avionics. To mitigate, aeronautical charts will be consulted prior to flight operations to identify HIRTA zones, and avoid flying within these at all costs. Flights carried out in close proximity to buildings or cliff faces will be carried out in ATTI mode if GPS mode is seen to be producing unpredictable craft behaviour. The craft will be transported in a padded carrying case at all times to reduce the risk of damage to electronic components. 13

69 Camera gimbal detachment, affecting craft centre of mass and leading to loss of control Motor detachment, leading to crash Motor burnout caused by age, defect, continuous use without cooldown period, or extended periods of flying at maximum horizontal and/or vertical speed. Craft inversion / flipping, leading to crash Pilot error (including loss of VLOS) leading to crash or malfunction Collision with other airspace users The camera gimbal will be secured to the craft using plastic zip-ties in addition to the rubber and plastic grommets which come as standard. Motor attachment screws inspected before every flight for condition and tightness and tightened if deemed necessary. Motors to be visually inspected before and after every flight for defects or damage. If craft is recovered and the battery changed before being immediately re-flown, the motor temperature will be checked by touch to ensure consistent temperature between all four motors. Craft will be grounded for a minimum of 10 minutes for every 1 hour of continuous flying time to enable a degree of motor cooldown prior to any further flying. The craft will not be flown at maximum speed (horizontally or vertically) except for instances where the immediate recovery of the craft is required (e.g. due to the promixity of other airspace users). Craft inversion, from which safe recovery is extremely unlikely, can be caused by the ring vortex effect, whereby rapid craft descent with no horizontal movement can lead to the craft descending into unstable air caused by propeller turbulence, and subsequent inversion or flipping. A component of horizontal directional movement will be used when the craft is descending, particularly where the speed of descent needs to be rapid. Alternatively, high wind speeds can cause the craft to flip. To mitigate, the craft will not be flown in wind speeds which exceed the design flight parameters of the craft (max. wind speed 22.2 mph). VLOS to be maintained with craft at all times, primarily by the PiC, but also by any on-site spotters. In the unforeseen circumstance that VLOS is lost (e.g. due to execution of temporary or permanent emergency landing away from the home point), the DJI GO app live video feed will be used as a flight aid. Only qualified SUA pilots will be permitted to operate the craft for commercial operations. PiC and any additional flight crew will be permanently vigilant of other aircraft (SUA or otherwise) in the SUA airspace and will effect immediate recovery of the craft or take appropriate measures to avoid collision. Flights will not be carried out in prohibited or danger areas, unless express permission from a relevant ATC or landowner has been granted. NOTAMs to be checked no less than two hours prior to craft deployment (or as soon before flight as is reasonable given flight crew location) to check for potential airspace conflict. If a potential conflict is deemed to put either the 14

70 craft or other airspace user at risk of collision, the SUA will be deemed a no-go and rescheduled for a later date if deemed appropriate Failsafe features Feature Automatic RTH mode Description Activated in two ways: - Manually, by pressing and holding the dedicated RTH button on the remote controller, which initiates RTH manoeuvres and craft recovery. Additional flight crew will be briefed on use of this function in case the PiC is incapacitated. - Automatically activates at a predefined battery level, which we set at 20%, at which point the craft will automatically RTH. If more than the threshold battery level is required to return the craft to the home point, the craft will adaptively monitor the battery level and initiate an automatic RTH when it deems to be necessary. The PiC can interrupt the RTH procedure at any time, but this is not recommended and will not be practiced unless, for instance, the craft needs to be landed in situ (temporarily or permanently) before it can return to the home point. The automatic RTH battery level will be checked and adjusted if necessary in the DJI GO app before each flight. GPS-guided geofencing Loss of GPS signal warning It is possible to set a maximum craft height and maximum horizontal distance from the home point and establish a virtual geofence. The craft will cease to fly beyond these limits, which are set to 500 m horizontal distance and 400 ft (~122 m) vertically for operations in the UK. These limits will be adjusted to conform to the regulations in the country of operation, and will only be exceeded if additional permissions are explicitly granted. An audible warning will be issued by the DJI GO app if either limit is approached, alerting the PiC to the situation. Issued by DJI GO app as a visual indicator and with an audible alert. If GPS signal lock is lost, or the GPS signal degrades significantly, the craft will automatically switch to ATTI mode to avoid continued navigation with poor GPS guidance, which could lead to a collision, or flyaway. When a GPS lock is acquired again, or the GPS signal lock improves beyond a given threshold number of satellites, the craft will revert back to GPS-assisted flight mode an alert to this effect will automatically be issued. 15

71 Transportation requirements A range of measures are in place to ensure that the craft, remote controller, batteries, and any accessories are transported safely and in a manner which significantly reduces the chance of damage. These measures include: The use of a hard-shell suitcase for transporting the craft, remote controller, propellers, data cable, and any spare components and tools (e.g. props, screws, screwdriver). Foam padding protects the contents of the case from damage, and bespoke individual compartments are provided for each item. A non-dji plastic lens cap, which is compatible with the craft camera and gimbal, is used to protect the camera lens and restrict gimbal movement whilst in transit due to vibration or sudden jolts, which may otherwise affect its function. Non-DJI custom silicon caps are used to provide additional damage protection for the craft motors whilst in transit. In the instance that overseas travel via airplane is required, current regulations state that LiPo batteries must be transported as cabin baggage, and not stowed in the airplane hold due to the risks posed by sudden changes in temperature and air pressure. Current UK regulations for most airlines permit LiPo batteries exceeding 100Wh but not exceeding 160Wh to be carried in cabin baggage, and generally limits their transport to no more than two batteries per passenger. Where it is necessary to transport more than two batteries, these will be divided between any accompanying NU staff. Some airlines also require each battery to be protected in a manner which prevents short circuits and/or requires the use of fireproof LiPo charging bags. The encased design of DJI intelligent flight batteries prevents their short circuiting, but exposed terminals will be securely covered with electrical tape prior to their transport as an added precaution, and will be stored in a way which protects them from damage (e.g. in padded Jiffy bags, or dedicated LiPo charging bags). Airline- and country-specific regulations will be consulted and adhered to before SUA LiPo batteries are transported nationally or internationally via airplane. Hard-shell suitcase used for all transport of DJI Phantom 3 Professional. 16

72 Interior of hard-shell suitcase, showing foam padding and individual compartments.. Plastic lens cap and gimbal stabiliser. 17

73 Silicone motor propeller guards. 18

74 2.2. DJI Phantom 4 Advanced / Professional DJI Phantom 4 Professional SUA Details of design and manufacturing standards Item Manufacturer: Distributor: Type: Model: Detail DJI 4 th Floor West Wing Skyworth Semiconductor Design Building No. 18 Gaoxin South 4 th Ave. Nanshan District Shenzhen, China Heliguy Colena Ltd Unit 9 Jupiter Court North Shields NE29 7SE Multi-rotor (quadcopter) Phantom 4 19

75 Environmental operating limitations Description Weather Wind: Operating temperature Action Only operate in dry weather Max 10 m/s (22.4 mph) 0 C to +40 C Design flight envelope Description Detail Max thrust: Max manoeuvring speed: Max velocity: Max wind: Max ascent/decent Max altitude with no restrictions Operating temperature Max operating radius with no restrictions Hovering accuracy 5 m/s 20 m/s ATTI mode, no wind 10 m/s ±6 m/s Ascent 3 m/s decent 6000m / 19685ft 0 C to +40 C 3.5km when CE compliant Vertical: ±0.1 m (w/ Vision Positioning) ±0.5 m (w/ GPS positioning) Horizontal: ±0.3 m (w/ VP) ±1.5 m (w/ GPS) Max tilt angle 42 Max yaw angular velocity 200 /sec Air vehicle characteristics Item Dimensions: Max take-off weight: Battery weight: Max flight time Motor types and numbers: Detail 350 mm 1380g (TOW) 462g Max flight time 28 minutes approx. 4x Brushless 2312A 800KV 20

76 Power source: Battery power output: RPA type: Wingspan: Overall diameter: Command and control frequency: LiPo 4 cell 15.2 volts Quadcopter 30 cm 59 cm (Props on) GHz Design features The Phantom 4 is a consumer-grade off the shelf SUA, manufactured by Dà-Jiāng Innovations Science and Technology Co., Ltd (DJI), a Chinese technology company. The SUA is a quadcopter design, and propulsion is provided by four motors (with detachable propellers), each mounted at the end of an arm. The dimensions of the craft, with propellers attached, is 59 cm. Power is supplied by a single DJI Intelligent Flight Battery, which is inserted into the main body of the craft. A combined camera-gimbal unit is suspended beneath the craft and can be used to acquire digital images (up to 12.4 MP) or HD video (up to 4K resolution). This unit is non-detachable/interchangeable, except for repair or maintenance. Two parallel struts provide support for the craft during take-off and landing, and provide a limited amount of protection for the camera-gimbal in case of collision. Flight control is via a handheld remote controller. Additional flight monitoring functionality (e.g. real-time camera feed, background maps, battery level, craft height, distance) is provided via the DJI GO app, which runs on Android and ios smartphone or tablet devices Construction The main body or external casing of the SUA is manufactured from plastic, as are the propellers, landing support struts, and much of the external casing of the gimbal-camera unit. Rubber grommets connect the gimbal-camera unit to a plastic baseplate which is attached to the underside of the craft, and provide some vibration dampening. Rubber pads are affixed to the base of the landing struts. Except for the brushless motors and the camera, all electronic components (e.g. flight controller, ESCs, guidance systems etc) are encased in the main body of the SUA Electrical power provision and distribution Item Make: Model: Voltage level: Max charge voltage: Max fast charge rate: Detail DJI P4 Smart Battery PH4-5350mAh-15.2v 3.7v / cell N/A N/A 21

77 Min discharge voltage: N/A Propulsion system Item Detail Type and number Electrical 4 Propeller diameter, pitch, notes Motor type/size Max thrust Standard / max current draw ESC max current 24 cm, 12.7 cm, self-tightening 4 brushless KV, mm 800g / 12V (sea level) 15-25A / 30A 60A Flight Control System and Navigational Guidance Description Make Size Action DJI P4 Integrated flight controller MC: N/A IMU: 6-axis gyroscope and accelerometer GPS & Compass: DJI proprietary components LED Indicator: An LED indicator is inbuilt on each of the front propeller support arms. Two LEDs on the rear propeller supports serve as Aircraft Status Indicators which communicate the system status of the flight controller, as per the diagram below. 22

78 Weight Power Consumption Working Voltage Functions N/A N/A N/A Hovering Accuracy: Vertical: ±0.1 m (w/ Vision Positioning) ±0.5 m (w/ GPS positioning) Horizontal: ±0.3 m (w/ VP) ±1.5 m (w/ GPS) Flight control stabilisation Suitable Wind Condition <10m/s (22.2mph) Max Tilt Angle 42 Ascent/Descent max ±6 m/s In GPS/ATTI mode Internal 6-axis gyroscope and accelerometer for recording and relaying changes in tilt and movement, prompting the flight controller to compensate automatically. GPS mode only - GPS/GLONASS downlink used for horizontal and vertical positional stabilisation. Guidance features Onboard digital compass provides orientation/directional guidance. Craft can access GPS/GLONASS data, to maintain and improve 2D and 3D positional accuracy. These data are used to enable the craft to maintain its 3D position in the air whilst awaiting commands from the remote pilot, and are also used to execute pre-planned flight routes, and to facilitate the return to home safety feature. The DJI VPS uses ultrasound and infrared sensing data to help the craft maintain its current position. The VPS helps the craft to hover in place more precisely and also fly indoors or in other confined environments where a GPS signal is not available. VPS is activated automatically when the craft is turned on in P-mode (GPS). The VPS components are located on the bottom and sides of the craft, as shown below. 23

79 1-3. Stereo vision sensors 4. Ultrasonic sensors 5. 3D infrared sensing modules Other avionics No other avionics Landing aids If the pilot has access to a live feed from the onboard digital camera, this feed can be used as a landing aid. Manually altering the view angle of the camera between horizontal, oblique, and vertical perspectives can provide additional information to the pilot beyond that provided by VLOS as to the nature of the immediate surroundings. This approach will not be used as a substitute for VLOS-guided landing of the craft, but will be of use if the craft needs to make an emergency landing on unfamiliar ground. 24

80 The RTH function brings the aircraft back to the last recorded Home Point. There are two types of RTH procedure: Smart RTH, Low Battery/Failsafe RTH, described as follows: Smart RTH: Press and hold the RTH button on the remote controller. GPS mode must be activated and a GPS satellite fix acquired for this function to work. Once pressed, the aircraft will automatically return to the last recorded Home Point. The remote controller s control sticks can be used to control the aircraft s position and avoid a collision during the Smart RTH process. Press the RTH button again to terminate the procedure and regain full control of the aircraft. Low Battery/Failsafe RTH: Low battery failsafe is triggered when the flight battery is depleted to a point that may affect the safe return of the aircraft. The pilot is advised to return to home or land the aircraft immediately when prompted. If used, the DJI GO app will display a notice and give an audible alarm when a low battery warning is triggered. The Aircraft will automatically return to the Home Point if no action is taken after a ten-second countdown. The pilot can cancel the RTH procedure by pressing the RTH button on the remote controller. The thresholds for these warnings are automatically determined based on the aircraft s current altitude and distance from the Home Point. The aircraft will land automatically if the current battery level can only support the aircraft long enough to descend from its current altitude. The pilot can still use the remote controller to alter the aircraft s orientation during the landing process Payloads Integrated 3-axis gimbal and camera sensor: Item Detail Sensor Manufacturer: Model: Phantom 4 Weight: Height: Width: Sony EXMOR 1/2.3 (12MP) 186g 80mm 80mm Pixel count: Effective pixels: 12.4 M (total pixels: M) Lens: Angle range: 120 (+30 to -90 ) FOV mm (35 mm format equivalent) f/2.8, focus at infinity 25

81 Emergency recovery or safety systems Please refer to section System modifications No system modifications have been made Change management / system modifications There are no foreseeable changes or modifications which will be made to the system. In the event that a system modification is required, any modification will be logged, tested, and approved by the accountable manager before any operational deployment Command and control Remote controller specifics: Item Make: Operating frequency: Transmitting distance: Detail DJI GHz max. 3.5 km (unobstructed; CE compliant) Operating temperature range: 0 C 40 C Battery: Transmitter power: 6000 mah LiPo (2 cell) 17 dbm (CE compliant) HD video downlink: Item App: Live view working frequency: Live view quality: Latency: Detail DJI GO 4 (for Android or ios; updated to latest version) 2.4 GHz ISM 30fps 220ms (depending on conditions and device) Whole system Single Points of Failure (SPOF) SPOF Frame Battery (+ connector) Mitigation Routine inspection, pre- and post-flight checks 26

82 PMU IMU Flight controller Any connectors/wires leading to any of the 4 motors Any of the 4 ESCs Any of the 4 motors Any of the 4 propellers Check for uniform power transmission during craft start up and hover checks. Check Aircraft Status Indicator sequence when craft powered on. Red flashing alternatively indicates IMU Error. Flight is a no-go until investigated. Check stability of drone as part of initial take-off/hover checks. Pre- and post-flight checks. Check that power is evenly transmitted to motors when craft is powered on (visual, audible). Pre- and post-flight checks. Ensure motors are securely mounted and rotating smoothly, both without power, and under power (audible check). Keep motors free of dust during storage and operation. Ensure clockwise and counter-clockwise propellers are fitted to correct motors and tightened. Check propeller condition during pre- and post-flight checks. If damaged, replace with genuine DJI props. 27

83 Ground control station The ground control station description for the Phantom 3 applies. See section Craft repair and maintenance The craft repair and maintenance details for the Phantom 3 applies. See section Spare components All spares or replacement components will be genuine DJI products. Spare parts will be thoroughly checked for defects prior to fitting and their first flight. Any issues will be recorded in the craft maintenance logbook and will be addressed prior to the next flight Known failure modes The known failure modes for the Phantom 3 applies. Refer to section Failsafe features The failsafe features for the Phantom 3 apply. Refer to section Transportation requirements 28

84 2.3. DJI Inspire 1 / Inspire 1 Pro DJI Inspire 1 SUA Details of design and manufacturing standards Item Manufacturer: Distributor: Type: Model: Detail DJI 4 th Floor West Wing Skyworth Semiconductor Design Building No. 18 Gaoxin South 4 th Ave. Nanshan District Shenzhen, China Heliguy Colena Ltd Unit 9 Jupiter Court North Shields NE29 7SE Multi-rotor (quadcopter) Inspire Environmental operating limitations Description Weather Action Only operate in dry weather 29

85 Wind: Operating temperature Max 10 m/s (22.4 mph) 0 C to +40 C Design flight envelope Description Max thrust: Max manoeuvring speed: Max velocity: Max wind: Max ascent/decent Max altitude with no restrictions Operating temperature Max operating radius with no restrictions Hovering accuracy Detail V sea level 5 m/s 22 m/s ATTI mode, no wind 10 m/s ±5 m/s Ascent 4 m/s decent 4500m / 14763ft -10 C to +40 C 3.5km when CE compliant Vertical: ±0.5 m Max tilt angle 35 Horizontal: ±2.5 m Max yaw angular velocity 150 /sec Air vehicle characteristics Item Dimensions: Max take-off weight: Battery weight: Max flight time Motor types and numbers: Power source: Battery power output: RPA type: Overall diameter: Command and control frequency: Detail 438 mm x 451 mm x 301 mm 2935g (TOW) 570g Max flight time 18 minutes approx. 4x Brushless LiPo 6 cell 22.8 volts Quadcopter 58.1 cm (Props off) GHz GHz 30

86 Design features The Inspire 1 is a professional-grade SUA, manufactured by Dà-Jiāng Innovations Science and Technology Co., Ltd (DJI), a Chinese technology company. The SUA is a quadcopter design, and propulsion is provided by four motors (with detachable propellers), each mounted at the end of an arm. Power is supplied by a single DJI Intelligent Flight Battery, which is inserted into the main body of the craft. A combined camera-gimbal unit is suspended beneath the craft and can be used to acquire digital images or HD video from DJI s Zenmuse range of interchangeable camera/gimbal units. Each motor arm has a landing support strut at its base. These arms are retractable, and sit above the craft s body whilst the SUA is in flight. During take-off and landing, the landing struts descend to below the level of the camera. Flight control is via a handheld remote controller. Additional flight monitoring functionality (e.g. real-time camera feed, background maps, battery level, craft height, distance) is provided via the DJI GO app, which runs on Android and ios smartphone or tablet devices Construction The main body or external casing of the SUA is manufactured from plastic, as are the propellers, landing support struts, and much of the external casing of the gimbal-camera unit. The detachable camera/gimbal unit affixes to the craft using a secure push-fit design. Except for the brushless motors and the camera, all electronic components (e.g. flight controller, ESCs, guidance systems etc) are encased in the main body of the SUA Electrical power provision and distribution Item Make: Model: Voltage level: Max charge voltage: Max fast charge rate: Min discharge voltage: Detail DJI Inspire 1 Intelligent Flight Battery TB mah / TB mah 22V ~4.3v / cell N/A N/A N/A Propulsion system Item Detail Type and number Electrical 4 Propeller diameter, pitch, notes Motor type/size Max thrust 33 cm, pitch unknown, self-tightening 4 brushless 495w 639KV 1600g / rotor 31

87 Standard / max current draw ESC max current Unknown 72A Flight Control System and Navigational Guidance Description Make Size Action DJI MC: N/A IMU: 6-axis gyroscope and accelerometer GPS & Compass: DJI proprietary components LED Indicator: An LED indicator is inbuilt on each of the front propeller support arms. Two LEDs on the rear propeller supports serve as Aircraft Status Indicators which communicate the system status of the flight controller, as per the diagram below. Weight <79 g 32

88 Power Consumption Working Voltage Functions Flight control stabilisation Max 5W DC 4.8 ~12V Hovering Accuracy Vertical: ± 0.5m, Horizontal: ± 2m Suitable Wind Condition <10m/s (22.2mph) Max Tilt Angle 35 Ascent/Descent ±5m/s 4m/s Suitable Wind Condition <10m/s (22.2mph) Max Tilt Angle 35 Ascent/Descent max ±5/4 m/s In GPS/ATTI mode Internal 6-axis gyroscope and accelerometer for recording and relaying changes in tilt and movement, prompting the flight controller to compensate automatically. GPS mode only - GPS/GLONASS downlink used for horizontal and vertical positional stabilisation. Guidance features Onboard digital compass provides orientation/directional guidance. Craft can access GPS/GLONASS data, to maintain and improve 2D and 3D positional accuracy. These data are used to enable the craft to maintain its 3D position in the air whilst awaiting commands from the remote pilot, and are also used to execute pre-planned flight routes, and to facilitate the return to home safety feature. The DJI VPS uses ultrasonic and image data to help the craft maintain its current position. The VPS helps the craft to hover in place more precisely and also fly indoors or in other confined environments where a GPS signal is not available. VPS is activated automatically when the craft is turned on in P- mode (GPS). The VPS components are located on the base of the craft, as shown below. 1. Sonar sensors 2. Monocular camera 33

89 Other avionics No other avionics Landing aids If the pilot has access to a live feed from the onboard digital camera, this feed can be used as a landing aid. Manually altering the view angle of the camera between horizontal, oblique, and vertical perspectives can provide additional information to the pilot beyond that provided by VLOS as to the nature of the immediate surroundings. This approach will not be used as a substitute for VLOS-guided landing of the craft, but will be of use if the craft needs to make an emergency landing on unfamiliar ground. The RTH function brings the aircraft back to the last recorded Home Point. There are two types of RTH procedure: Smart RTH, Low Battery/Failsafe RTH, described as follows: Smart RTH: Press and hold the RTH button on the remote controller. GPS mode must be activated and a GPS satellite fix acquired for this function to work. Once pressed, the aircraft will automatically return to the last recorded Home Point. The remote controller s control sticks can be used to control the aircraft s position and avoid a collision during the Smart RTH process. Press the RTH button again to terminate the procedure and regain full control of the aircraft. Low Battery/Failsafe RTH: Low battery failsafe is triggered when the flight battery is depleted to a point that may affect the safe return of the aircraft. The pilot is advised to return to home or land the aircraft immediately when prompted. If used, the DJI GO app will display a notice and give an audible alarm when a low battery warning is triggered. The Aircraft will automatically return to the Home Point if no action is taken after a ten-second countdown. The pilot can cancel the RTH procedure by pressing the RTH button on the remote controller. The thresholds for these warnings are automatically determined based on the aircraft s current altitude and distance from the Home Point. The aircraft will land automatically if the current battery level can only support the aircraft long enough to descend from its current altitude. The pilot can still use the remote controller to alter the aircraft s orientation during the landing process Payloads Integrated 3-axis gimbal and camera sensor: Item Detail Sensor Manufacturer: Model: Weight: Height: Width: Pixel count: Sony Zenmuse X3 (other Zenmuse variants available) 560 g 93.4 mm mm Lens: FOV 94 Angle range: 360 Effective pixels: 12.4 M (total pixels: M); video up to 4K 34

90 Emergency recovery or safety systems Please refer to section System modifications No system modifications have been made Change management / system modifications There are no foreseeable changes or modifications which will be made to the system. In the event that a system modification is required, any modification will be logged, tested, and approved by the accountable manager before any operational deployment Command and control Remote controller specifics: Item Make: Operating frequency: Transmitting distance: Detail DJI GHz GHz max. 3.5 km (unobstructed; CE compliant) Operating temperature range: -10 C 40 C Battery: Transmitter power: 6000 mah LiPo (2 cell) 9 W (CE compliant) HD video downlink: Item App: Live view working frequency: Live view quality: Latency: Detail DJI GO (for Android or ios; updated to latest version) 2.4 GHz ISM 30fps 220ms (depending on conditions and device) Whole system Single Points of Failure (SPOF) Refer to section SPOF for Phantom model applies. 35

91 Ground control station The ground control station description for the Phantom 3 applies. See section Craft repair and maintenance The craft repair and maintenance details for the Phantom 3 applies. See section Spare components All spares or replacement components will be genuine DJI products. Spare parts will be thoroughly checked for defects prior to fitting and their first flight. Any issues will be recorded in the craft maintenance logbook and will be addressed prior to the next flight Known failure modes The known failure modes for the Phantom 3 applies. Refer to section Failsafe features The failsafe features for the Phantom 3 apply. Refer to section Transportation requirements The transportation requirements for the Phantom 3 apply. Refer to section

92 2.4. DJI Mavic Pro DJI Mavic Pro SUA Details of design and manufacturing standards Item Manufacturer: Distributor: Type: Model: Detail DJI 4 th Floor West Wing Skyworth Semiconductor Design Building No. 18 Gaoxin South 4 th Ave. Nanshan District Shenzhen, China Heliguy Colena Ltd Unit 9 Jupiter Court North Shields NE29 7SE Multi-rotor (quadcopter) Mavic Pro Environmental operating limitations Description Weather Wind: Action Only operate in dry weather Max 10 m/s (22.4 mph) 37

93 Operating temperature 0 C to +40 C Design flight envelope Description Max thrust: Max velocity: Max wind: Max ascent/decent Max altitude with no restrictions Operating temperature Max operating radius with no restrictions Hovering accuracy Max tilt angle Max yaw angular velocity Detail Unknown 18 m/s ATTI mode, no wind 10 m/s ±5 m/s Ascent 3 m/s decent 5000 m / ft 0 C to +40 C 3.5km when CE compliant Unknown Unknown Unknown Air vehicle characteristics Item Dimensions: Max take-off weight: Battery weight: Max flight time Motor types and numbers: Power source: Battery power output: RPA type: Command and control frequency: Detail 83 x 83 x 198 mm (folded) 734 g (TOW) 240g Max flight time 27 minutes approx. 4x Brushless LiPo 3 cell 11.4 volts Quadcopter GHz Design features The Mavic Pro is a consumer-grade SUA, manufactured by Dà-Jiāng Innovations Science and Technology Co., Ltd (DJI), a Chinese technology company. The SUA is a quadcopter design, and propulsion is provided by four motors (with detachable propellers), each mounted at the end of an arm. 38

94 Power is supplied by a single DJI Intelligent Flight Battery, which is inserted into the main body of the craft. A combined camera-gimbal unit is suspended beneath the craft and can be used to acquire digital images or HD video. Each motor arm has a landing support strut at its base. These arms are foldable when the aircraft is not in flight to minimise the craft s size for transport. Flight control is via a handheld remote controller. Additional flight monitoring functionality (e.g. real-time camera feed, background maps, battery level, craft height, distance) is provided via the DJI GO 4 app, which runs on Android and ios smartphone or tablet devices Construction The main body or external casing of the SUA is manufactured from plastic, as are the propellers, landing support struts, and much of the external casing of the gimbal-camera unit. The detachable camera/gimbal unit affixes to the craft using a secure push-fit design. Except for the brushless motors and the camera, all electronic components (e.g. flight controller, ESCs, guidance systems etc) are encased in the main body of the SUA Electrical power provision and distribution Item Make: Model: Voltage level: Max charge voltage: Max fast charge rate: Min discharge voltage: Detail DJI Mavic Intelligent Flight Battery TB mah / 43.6 Wh ~3.8v / cell N/A N/A N/A Propulsion system Item Detail Type and number Electrical 4 Propeller diameter, pitch, notes Motor type/size Max thrust Standard / max current draw ESC max current 21.1 cm, pitch unknown 4 brushless, unknown Unknown Unknown Unknown 39

95 Flight Control System and Navigational Guidance Description Make Size Action DJI MC: N/A IMU: 6-axis gyroscope and accelerometer GPS & Compass: DJI proprietary components LED Indicator: The Mavic Pro has front LEDs and aircraft status indicator. The indicator description and location are shown below. Weight Power Consumption Working Voltage Unknown Unknown Unknown 40