Fullerton Drone Lab - Flight Operations Manual by fullertondronelab

Fullerton Drone Lab

Flight Operations Manual

ÂŠ Fullerton Drone Lab Fullerton College 321 E. Chapman Ave. Fullerton, CA 92832

Credits Compiled by Jay Seidel, Fullerton Drone Lab Coordinator Special thanks toMatt Waite of the University of Nebraska-Lincoln's Drone La b, Al Tompkins of the Poynter Institute and the Drone Journalism School. Additional thanks to The Association for Unmanned Vehicle Systems International, American National Standards Institute Unmanned Aircraft Systems Standardization Collaborative, ASTM International, National Institute of Standards and Technology and the Fullerton College Drone Lab Advisory Commi for helping develop this manual.

CONTENTS

Ethical Guidelines

Introduction

General Operating Procedures

Pre-Flight

Flight

1 9

Post-Flight

1 9

Logging

1112

FAA's Dirty Dozen

128

Fatigue Management Policy

1423

Checklists

154

Emergency Policy

Lost Link Procedure Lost RC Control

24 25

Emergency Assumption of Control

Loss of Sight

Loss of Power

In-Flight Fire

Incident Report Form

Flight Log

Glossary

Part 107 Regulation

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Ethical Guidelines

Adapted from the Association for Unmanned Vehicle Systems International code of conduct

The code is built on three specific themes: Safety, Professionalism, and Respect. Each theme and its associated recommendations represent a “common sense” approach to UAS operations and address many of the concerns expressed by the public and regulators. This code is meant to provide UAS industry manufacturers and users a convenient checklist for operations and a means to demonstrate their obligation to supporting the growth of our industry in a safe and responsible manner. By adopting this Code, UAS industry manufacturers and users commit to the following:

Safety

• We will not operate UAS in a manner that presents undue risk to persons or property on the surface or in the air. • We will ensure UAS will be piloted by individuals who are properly trained and competent to operate the vehicle or its systems. • We will ensure UAS flights will be conducted only after a thorough assessment of risks associated with the activity. This risks assessment will include, but is not limited to: • Weather conditions relative to the performance capability of the system • Identification of normally anticipated failure modes (lost link, power plant failures, loss of control, etc) and consequences of the failures • Crew fitness for flight operations • Overlying airspace, compliance with aviation regulations as appropriate to the operation, and off-nominal procedures • Communication, command, control, and payload frequency spectrum requirement • Reliability, performance, and airworthiness to established standards

Professionalism

• We will comply with all federal, state, and local laws, ordinances, covenants, and restrictions as they relate to UAS operations. • We will operate our systems as responsible members of the aviation community. • We will be responsive to the needs of the public. • We will cooperate fully with federal, state, and local authorities in response to emergency deployments, mishap investigations, and media relations. • We will establish contingency plans for all anticipated off-nominal events and share them openly with all appropriate authorities.

Respect

• We will respect the rights of other users of the airspace. • We will respect the privacy of individuals. • We will respect the concerns of the public as they relate to unmanned aircraft operations. • We will support improving public awareness and education on the operation of UAS.

As an industry, it is incumbent upon us to hold ourselves and each other to a high professional and ethical standard. As with any revolutionary technology, there will be mishaps and abuses; however, in order to operate safely and gain public acceptance and trust, we should all act in accordance with these guiding themes and do so in an open and transparent manner.

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Introduction This is a guide to help safely conduct drone field work. It takes into account current drone regulations, our understanding of the public acceptance of drones, the state of drone technologies, and our own experiences. The number one goal of any drone operation is safety. At no time should safety be compromised. If there is any doubt, return the drone, also known as a small unmanned aerial system (sUAS), to the landing zone and terminate the flight. Ethical is responsible, and flying a drone means taking responsibility for the safety of those near you, on the ground and in the air. There are two flight operational roles defined in the Fullerton Drone Lab Operations Manual. They are Pilot In Command (PIC) and observer. One individual can fill both roles, but it is not preferred. There can be a third position when needing camera operation. The positions are defined below: The Pilot In Command: The PIC is responsible for all flight operations. It is the PIC who has the ultimate authority on any flight. The PIC determines if the aircraft is airworthy and capable of conducting the proposed operations. The PIC is responsible for determining if the airspace allows the proposed operation. The PIC is responsible for conducting operations within all FAA regulations and any restrictions set forth by a grant of exemption. The PIC is responsible for briefing the other members of the flight crew about what the mission is, what their roles and responsibilities are, and expectations before, during and after flight operations. NOTE: The pilot in command, the one holding the FAA issued Part 107 certificate, is by regulation the final authority on if the aircraft flies or not. If an accident occurs, it is the Part 107 certificate holder who will be held responsible. As such, the pilot in command's decision about flight safety as final. The Observer: T he Observer is responsible for monitoring the operational area

to ensure that there are no hazards that may endanger the flight or people not part of the UAS flight operations team. The Observer is the only member of the team

who can speak to the PIC during flight operations. The Observer is to alert the PIC immediately if any aircraft come into the area, or if any person or vehicle

comes near the operation. The Observer must remain within speaking distance of the PIC. Do not use radios to communicate.

The third position for Journalism/Media Missions The Producer: The Producer is responsible for communicating flight goals to the PIC before flight and verifying results after landing. The Producer determines what is needed for the story and communicates that to the PIC. The PIC is responsible for determining if the Producer's goals are possible under the conditions presented. During flight, the PIC may ask for feedback from the Producer, but the Producer should only speak to the pilot if asked while the aircraft is aloft. The Producer can act as Observer. Under Part 107, operations can occur with only a PIC. If no additional personnel are available for the flight, care and consideration must be taken for the additional workload that the PIC will take on, including having to watch the operation area for hazards, completing Producer’s goals and ensuring flight safety. NOTE: The greater the number of environmental variables (bystanders, structures, trees, wind, etc.) in an operating environment, the more substantial the demands are on the PIC.

General Operating Procedures A professional UAS operation is one that involves careful planning and forethought. Before embarking on using drones to do, pilots and organizations should take several steps. First and foremost, the pilot should practice with the drone to be used. Familiarization with the platform is essential.

The general operating procedures for drone flights are divided into sections: Premission, Pre-flight, Flight, and Post-flight. The general requirements in each are encapsulated in checklists designed to help ensure each step is accomplished. The sections, and the reasoning behind them, are described here:

Pre-Mission Prior to embarking on any drone operation, the pilot in command must gather information about the proposed flight area to ensure safe operations that comply with Federal Aviation Regulations.

Location Questions the PIC must answer about the location are:

What is there? Are there hazards to aviation? What airspace is it in? Do you need permission from air traffic control (ATC)? Are you flying on or over private property? Do you have permission of the landowner to operate there? How many people can you expect around the area? What is your plan to prevent flight over people? Have you pulled publicly available aerial images of the area or conducted a site survey? â&#x2014;&#x2039; What will the weather be? Have you consulted an aviation weather forecast? Or if the trip is immediate, have you consulted local weather sources, such as an aviation weather report, (METAR, or obtained a flight briefing from Flight Services?

Are your weather parameters within Part 107 minimums? Are wind levels below the operational maximums set by the manufacturer or by your own operational guidelines? What's the altitude of the location? How might it affect your UAS and payload during flight? Have you factored in the effects of temperature on the batteries?

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Defining Operational Goals Before bringing a UAS into an environment, operational personnel should define the goals of the UAS flight before leaving for the location. Be specific. What is the goal of the mission? What purpose is the drone in achieving the ggoals)? How much drone video or photography do you need for the job? What privacy issues can you anticipate and what steps have you taken to mitigate them? What ethical issues can you anticipate and what steps have you taken to mitigate them? For Journalism Work Be specific. What shots do you need? What purpose is the drone serving in your story? What context is the drone adding to your story? How much drone video or photography do you need to tell the story? What privacy issues can you anticipate and what steps have you taken to mitigate them? What ethical issues can you anticipate and what steps have you taken to mitigate them?

Logistics Before leaving for the operational area, consider what equipment you will need, and check the status of your equipment. When do you need to be at the location? How much travel time is involved? Have you built in time for a walkthrough of the location to note any hazards only visible on site? Do you have sufficient batteries to accomplish the task? Are they charged?

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Briefing The PIC is responsible for briefing all operations personnel on each phase of flight. The PIC will designate the observer, will explain their roles and what will happen during flight. A PIC briefing should cover, at a minimum: Who is fulfilling each role in flight operations. The expectations of each member of the flight crew. A general description of the operations area. The expected weather at the location. Any known hazards, including winds, obstacles, known high traffic areas, any nearby airports or expected air traffic. The specific mission goals, including expected shots, angles or subjects. Any known privacy or ethical issues and mitigation steps.

Pre-Mission Inspection Before leaving for the operations area, the PIC should conduct a premission inspection of the UAS. A pre-mission inspection includes charging batteries, checking various mounting hardware, and checking the camera and storage media to ensure it is sufficient for the task.

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Pre-Flight Pre-flight operations are done immediately before any flight work is to occur. The pre-flight checklist repeats some of the pre-mission checklist, such as inspecting the aircraft and some of the control surfaces. Pre-mission and preflight inspections help ensure airworthiness and will serve as an early warning for both maintenance issues and for mechanical issues that could substantially affect or cancel flight operations. The general rules of pre-flight are: The PIC touches the UAS. The PIC is responsible for the aircraft and all around them. Thus, the PIC will conduct the pre-flight inspection, connect the batteries, etc. When on site, operations personnel must delineate a takeoff and landing area of at least 10 feet x 10 feet and ensure it is free of debris. When on site, if non-operations people are around, operations personnel may be required to secure an area to be kept free of people so the UAS can operate without flying over people. That place may be the takeoff and landing zone. That space, to remain free of people, should be as large as the PIC thinks is practical. Weather can be very localized. When you arrive at the location, you should check your location weather against the weather report you got from a flight briefing or automated observation service. Cloud ceilings will be most difficult to estimate on site, so be reasonable. If the clouds look low, stay low. Don't fly if fog is present. Wind conditions also vary by location. An anemometer is a valuable tool for measuring wind on site, informing the PIC if wind speeds are within operational limits and how they may affect flight operations. Turn off WiFi connectivity on any UAS mounted devices, such as cameras. Active WiFi devices on the UAS can interfere with critical 2.4 GHz RC and video transmissions. Because most non-military UAS systems use 2.4GHz for either RC or video transmission, only enable WiFi if you are certain there will be no interference with your UAS hardware. Before takeoff, make sure your compass is not receiving interference from nearby metal objects, and that you have enough GPS satellite connections.

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Flight The flight checklist isn't really a checklist. It's a Do Constantly list. It's listed as a reminder. UAS operators must: Be constantly scanning for airborne traffic or obstacles. The observer must report them immediately. If manned aircraft are present, the pilot must ground the UAS (or bring to low hover) until the aircraft is gone. Be constantly scanning for people on the ground in the flight area. The observer must report them immediately. Be constantly checking battery levels and returning before reaching 25 percent of the remaining capacity. Be constantly checking flight parameters like altitude to ensure they remain within restrictions and operational goals. At battery changes, and at battery changes only, should the PIC, Observer and Producer discuss changes to the operational plan. While the UAS is in flight, the PIC needs to focus on flying, and the observer needs to focus on hazards.

Post-Flight The post-flight checklist is broken into three parts: Shutting down the drone, which is done by the PIC; inspecting the aircraft; and filling out logs. Logging is an important part of aviation safety and will serve as an important document in maintenance of your UAS.

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Logging UAS operations can be divided into three separate logs, largely transported over from manned aviation. They are a maintenance log, a battery log, and a flight log. A a log is assigned to each drone.

Maintenance Log A maintenance log is a simple list of issues to be checked or fixed between flights. PICs should note any issue that should be checked, from an odd wobble, unusual sound, an unusually hot motor at landing, to a complete component failure. The log should include the date, UAS Make & Model, UAS Registration Number, the ID number of the battery used when the issue occurred, the issue, who reported it, the date repaired, who repaired it and notes.

Battery Log A battery log serves as a warning for when a battery is getting worn out and could fail. UAS batteries will degrade, providing progressively less flight time. Fully charged batteries that go unused and are not discharged for over a week can also lead to damaged battery cells. A battery log will highlight failing batteries, and give the PIC a guide as to how much time a battery will give in flight. A battery log should note the date, UAS make and model, UAS registration number, the number of past charges, the percentage of battery power remaining at shutdown, total flight time, battery depletion rate, any signs of puffing (an indicator that the battery is damaged), and usage conditions. For example, if you loaded a DJI Mavic Pro with a 360 video camera rig, and flew it on a 100Â°F day, you would make note of those operating conditions.

Flight Log A flight log will highlight the important events that occur from the time a UAS takes off to the time it has landed and been powered down by the PIC. Each UAS will have it's own log. It should note the date, the battery used during flight, and the total flight time. Each entry should also have space for important and relevant notes about the flight, which may include a mission overview, flying conditions, distance flown, takeoff and landing locations, a hard landing, etc.

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AVOID THE DIRTY DOZEN in the aviation workplace The FAA Safety Team has created tips to identify the most common causes of mistakes in the aviation workplace. PUT SAFETY FIRST to minimize accidents. 1. LACK OF COMMUNICATION Failure to transmit, receive or provide enough information to compete a task. Never assume anything. Improve your communications: • Say the most important things in the beginning and repeat them at the end. • Use checklists 2. COMPLACENCY Overconfidence from repeated experience performing a task Avoid the tendency to see what you expect to see. Expect to find errors Learn from the mistakes of others Use checklists 3. LACK OF KNOWLEDGE Shortage of the training, information and/or ability to successfully perform Don’t guess. Know. Use current manuals Ask questions when you don’t know Participate in training 4. DISTRACTIONS Anything that draws your attention away from the task at hand. Distractions are the No. 1 cause for forgetting things, including what has or has not been done in a maintenance task. Get back on track Use checklists Go back three steps when restarting the work. 5. LACK OF TEAMWORK Failure to work together to complete a shared goal. Build solid teamwork • Discuss how a task should be done. • Make sure everyone understands and agrees. • Trust your teammates 6. FATIGUE Physical or mental exhaustion threatening work performance. Eliminate fatigue-related performance issues • Watch for symptoms of fatigue in yourself and others. • Have others check your work.

7. LACK OF RESOURCES Not having enough people, equipment, documentation, time, parts, etc., to complete a task. Improve supply and support • Order parts before they are required. • Have a plan for pooling or loaning parts. 8. PRESSURE Real or perceived forces demanding high-level job performance. Reduce the burden of physical or mental distress • Communicate concerns. • Ask for extra help. • Put safety first 9. LACK OF ASSERTIVENESS Failure to speak up or document concerns about instructions, orders, or the actions of others. Express your feelings, opinions, beliefs, and needs in a positive, productive manner • Express concerns but offer positive solutions. • Resolve one issue before addressing another 10. STRESS A physical, chemical, or emotional factor that causes physical or mental tension. Manage stress before it affects your work • Take a rational approach to problem solving. • Take a short break when needed. • Discuss the problem with someone who can help. 11. LACK OF AWARENESS Failure to recognize a situation, understand what it is, and predict the possible results. See the whole picture • Make sure there are no conflicts with an existing repair or modifications. • Fully understand the procedures needed to complete a task. 12. NORMS Expected, yet unwritten, rules of behavior. Help maintain a positive environment with your good attitude and work habits • Existing norms don’t make procedures right. • Follow good safety procedures. • Identify and eliminate negative norms.

Fatigue Management Policy Fatigue management refers to the methods by which pilots of sUAS and related personnel address the safety implications of fatigue. Fatigue in relation to aviation is defined as: A physiological state of reduced mental or physical performance capability resulting from sleep loss or extended wakefulness, circadian phase, or workload (mental and/or physical activity) that can impair a crew member’s alertness and ability to safely operate an aircraft or perform safety related duties. In general, there are some distinct factors that need to be considered for determining fatigue. They are: • • • •

• •

the need for adequate sleep (not just resting while awake) to restore and maintain all aspects of waking function (including alertness, physical and mental performance, and mood); and daily rhythms in the ability to perform mental and physical work, and in sleep propensity (the ability to fall asleep and stay asleep), that are driven by the circadian clock in the brain; and the contribution of workload to fatigue and physical and mental performance degradation; and the operational context and the safety risk that a fatigue-impaired crew member represents in that context.Because fatigue is affected by all waking activities (not only work demands), fatigue management has to be a shared responsibility between regulators, operators and crew members. The instructor of chair of the Fullerton Drone Lab are responsible for ensuring that student pilots manage their fatigue-related risks to achieve an acceptable level of safety. Student pilots and crew members are responsible for arriving fit for duty, including making appropriate use of rests to obtain sleep, and for reporting fatigue hazards.

If an instructor, Chair of the Fullerton Drone Lab or the PIC of the training mission/operation identifies a crew member that is fatigued and could impact the safety of a flight, he or she will be required to remove the student from the operation. The student will not be penalized, but will be advised to get adequate rest in order to perform the mission/assignment at a later date.

Normal Operating Checklists What follows are the normal operating checklists to be completed for each flight. Use them before and after each flight.

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DRONE OPERATIONAL CHECKLIST In effort to help ensure a safe and successful flight, the Pilot in Command should use this checklist with every flight.

PREFLIGHT Check weather Update firmware Develop mission plan Develop shot list Brief team on plan Check & request permissions needed

Format & load SD cards Pack all equipment Pack first aid kit Calibrate compass Inspect aircraft/props for faults Check wind speed

Check NOTAMS Charge batteries

Check area for obstacles Risk assessment completed

Home point set

TAKE OFF Turn on controller first Turn on aircraft

Hover for 20 seconds and monitor Check all controls

POSTFLIGHT Aircraft turned off

Lens cap replaced on camera

Controller turned off

Gimbal clamp replaced

Battery removed

Flight recorded

Battery inspected

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DETAILED CHECKLIST Date: â&#x20AC;&#x2039;______ Drone Type:____________ Registration #__________ Item

Action

Batteries

Charge

Controller Batteries

Charge

Propeller nuts

Check and tighten

Landing strut screws

Check and tighten

Motor mount screws

Check and tighten

Gimbal wiring

Check and tighten

Gimbal mount

Check and tighten

Gimbal camera harness

Check and tighten

Compass wiring

Check and reseat

Airframe check

Inspect for damage

Registration markings

Check for display

Camera battery

Charge

Camera memory card

Check and empty

Mission planning meeting Airspace check Airport check

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Status

Record goals of the flight Consult airspace map, NOTAMs, TFRs Contact ATC, if needed

DETAILED CHECKLIST Date: â&#x20AC;&#x2039;______ Drone Type:____________ Registration #__________ Item Weather

Action Check location conditions against weather reports

Wind

Measure at location, check operation

conditions

maximums

Flight area

Visually inspect for hazards, note, and report

Takeoff/landing area Operations area Flight area Pre-flight meeting WiFi Airworthiness check Airworthiness check Airworthiness check

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Status

Delineate and clear of debris

Delineate > 15 feet from takeoff area If needed, secure flight area to be kept free from people to ensure safety Review goals Turn off WiFi connectivity on any UAS mounted device, including cameras Visually inspect aircraft

Visually inspect control surfaces and linkages

Inspect props for balance, damage

DETAILED CHECKLIST Date: â&#x20AC;&#x2039;______ Drone Type:____________ Registration #__________ Item

Action

Airworthiness check

Check camera/gimbal security

Airworthiness check

Verify controller batteries

Airworthiness check

Verify controller is on

Airworthiness check

Verify UAS battery

Airworthiness check

Verify UAS battery is on

Airworthiness check

Verify display panel working properly

Airworthiness check

Calibrate compass, if necessary

Airworthiness check

Check navigation and telemetry connection

Non-PIC personnel

Leave takeoff area, if present

PIC

Leave takeoff area before launch

Video monitor

Check wireless connection

All clear check

Check takeoff area, airspace, flight area

Power up

Unlock motors, increase throttle

Final pre-mission check

At low hover, check telemetry status

Final pre-mission

At low hover, check prop balance and

check

controls

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Status

DETAILED CHECKLIST Date: â&#x20AC;&#x2039;______ Drone Type:____________ Registration #__________ Item

Action

Airborne hazard

Observer reports immediately (Over-

check

communicate)

Ground hazard check Battery check Flight parameter check

Observer reports immediately PIC monitors battery levels frequently PIC evaluates altitude

Low battery alert

Return to landing area

Battery change

Pilot in command changes the battery

Battery change meeting

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Status

Evaluate mission goals

DETAILED CHECKLIST Date: â&#x20AC;&#x2039;____ Drone Type:____________ Registration #________ Item

Action

Battery removal

Pilot in command removes the battery

Controller

Turn off after battery removal

Motor check

Touch motors to check for overheating

Camera

Turn off if required

Memory card

Remove from camera

Propellers

Visual inspection, log changes

Landing struts

Visual inspection, log changes

Gimbal

Visual inspection, log changes

Housing

Return UAS to case after inspection

Flight log

Update flight log

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Status

EMERGENCY POLICY If an emergency or accident were to happen, it is the PICâ&#x20AC;&#x2122;s responsibility to follow the appropriate procedures and/or reporting in accordance with FAR Part 107.9 and with campus reporting. The PIC must fill out an incident report form the day of the incident. 107.9 Accident reporting. No later than 10 calendar days after an operation that meets the criteria of either paragraph (a) or (b) of this section, a remote pilot in command must report to the FAA, in a manner acceptable to the Administrator, any operation of the small unmanned aircraft involving at least: (a) Serious injury to any person or any loss of consciousness; or (b) Damage to any property, other than the small unmanned aircraft, unless one of the following conditions is satisfied: (1) The cost of repair (including materials and labor) does not exceed $500; or (2) The fair market value of the property does not exceed $500 in the event of total loss. Reports need to be made to the FAA Regional Operations Center. 24-hour Accident and Incident Response: (206) 231-2089 FAA Western-Pacific Region 777 S. Aviation Blvd., Suite 150 El Segundo, CA 90245 (424) 405-7000 If the incident involves a manned aircraft, the PIC will be required to report in accordance with CFR Title 49, Part 830.5 830.5 Immediate notification. The operator of any civil aircraft, or any public aircraft not operated by the Armed Forces or an intelligence agency of the United States, or any foreign aircraft shall immediately, and by the most expeditious means available, notify the nearest National Transportation Safety Board (NTSB) office,1 when: 1

NTSB headquarters is located at 490 L'Enfant Plaza SW., Washington, DC 20594. Contact information for the NTSB's regional offices is available at www.ntsb.gov. To report an accident or incident, you may call the NTSB Response Operations Center, at 844373-9922 or 202-314-6290. If the incident happens on campus Campus Safety will need to be notified immediately. They will be given a copy of the completed incident report form. Campus Safety: (714) 992-7080 Ext. 0 If the incident warrants it, the Fullerton Police Department might need to be called. Fullerton Police Department: (714) 738-6700 Emergency: 911

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Emergency Procedures

Lost Link/Mission Procedures General Operational Guidelinesâ&#x20AC;&#x2039;: The RC link is for the PIC to directly control the aircraft. If the PIC enables the UAS to operate autonomously and automated flight functionality is lost, the drone will revert to RC control and the PIC will take over flight, return it to the landing zone and land. If the UAS starts showing any sign of not following the automated flight path, and the manual override doesn't happen automatically, the PIC should take the steps necessary for manual control. Check your UAS manual for how to manually override autonomous operation. If the RC link is lost, many commercial based UAS systems are configured with an automatic return to home procedure built-in to the UAS flight controller to prevent drift outside of the operation area. Lost Autonomous Flight Procedure Checklist

Actor

Action

PIC

Verifies automated flight has stopped

PIC

Verbally notifies Observer

PIC

PIC assumes control via RC, if possible

Observer

Observer notifies other operations personnel

PIC

Returns UAS to pre-determined landing area as safely practical

PIC

Land UAS

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Lost RC Control Procedure Checklist

Actor

Action

PIC

Verifies lost link

PIC

Verbally notifies Observer

Observer

Verbally notifies other operations personnel

PIC

Turns off RC controller

PIC

Turns RC controller on

PIC

If positive control returns, PIC lands immediately

PIC

If positive control does not return, PIC alerts Observer

PIC

Verifies that Return to Home function has engaged

PIC/Observer

Verifies that landing area is clear, clear if necessary

PIC

Upon UAS landing PIC turns off battery immediately

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Emergency Assumption of Control During any automated flight, if there is any concern that the UAS is not flying the planned mission or that control characteristics are abnormal, the PIC will take manual control of the UAS with RC control, return it to the landing zone if possible, and land it. There may be minor problems that do not require emergency assumption of control. In these cases, the GCS communication can direct the UAS to land or the PIC can manually land the UAS. Emergency Assumption of Control Checklist

Actor

Action

PIC

Verifies abnormal operation

PIC

Verbally notifies Observer

Observer

Verbally notifies other operations personnel

PIC

Assumes control of UAS using RC

PIC

If necessary, begin emergency landing at a safe location

PIC

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If practical, return UAS to pre-determined landing zone, execute landing

Loss of Sight Regulations require that the UAS remain within Visual Line of Sight(VLOS) at all times. If, that VLOS is broken, the PIC should return to VLOS immediately if possible. If PIC cannot return UAS to VLOS, using the GCS, the PIC should execute a preprogrammed flight path to return to the landing zone. Loss of Sight Checklist

Actor

Action

PIC

Notifies Observer of broken VLOS

Observer

Reports if UAS is within Observer's VLOS

Observer PIC PIC

If UAS is out of VLOS, alert PIC to begin Loss of Sight procedures If possible, reverse course to return to VLOS as soon as safe If course reversal is not possible, execute return to home procedure via RC Control or GCS

PIC

Report when UAS is in VLOS

Observer

Report when UAS is in VLOS

PIC

Post flight, record conditions that led to loss of VLOS

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Other In-Flight Emergencies In most emergency situations, the general protocol is to land as soon as is safely practical. In many emergency situations, landing at the pre-determined landing zone will not be possible. The goal is a controlled, safe landing. Loss of Power/Motor

Actor

Action

PIC

Attempt control the UAS to land in open, safe area

PIC

Alert operations personnel of emergency situation

Observer

Alert others to emergency situation

PIC

Post flight, record details of flight for report

In-Flight Fire

Actor

Action

PIC

Attempt control the UAS to land in open, safe area

PIC

Alert operations personnel of emergency situation

Observer

Alert others to emergency situation

PIC

Post flight, record details of flight for report

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FULLERTON DRONE LAB

INCIDENT/ACCIDENT REPORT FORM Date/Time of incident: ____________________

Location: ___________________________________

Name of PIC: _____________________________

Make/Model of Aircraft: _______________________ ___________________________________________

Certificate Number: ________________________ Phone number: ___________________________ Email: ___________________________________ Name of observer (if applicable): _____________ ________________________________________ Phone number: ___________________________ Email: ___________________________________

Registration Number: _________________________ Weather Conditions: __________________________ ___________________________________________

Description of incident

(Include as much description and as many details as possible. Use the back of page if needed): ___________ __________________________________________________________________________________________ __________________________________________________________________________________________ __________________________________________________________________________________________ __________________________________________________________________________________________ __________________________________________________________________________________________ __________________________________________________________________________________________ __________________________________________________________________________________________ __________________________________________________________________________________________ __________________________________________________________________________________________ __________________________________________________________________________________________ __________________________________________________________________________________________ __________________________________________________________________________________________ __________________________________________________________________________________________ __________________________________________________________________________________________ __________________________________________________________________________________________ __________________________________________________________________________________________ __________________________________________________________________________________________ __________________________________________________________________________________________ __________________________________________________________________________________________ __________________________________________________________________________________________ __________________________________________________________________________________________ __________________________________________________________________________________________ __________________________________________________________________________________________ __________________________________________________________________________________________ __________________________________________________________________________________________ PIC Signature:________________________________ Â©2019 Fullerton Drone Lab

Date: _______________________ 26

DATE

LOCATION

MISSION TYPE WEATHER

FLIGHT TIME

DURATION BATTERIES

ISSUES/COMMENTS

DRONE FLIGHT LOG - AIRCRAFT ________________

Glossary AGL - Above Ground Level. GCS - Ground Control Station. Producer (as defined in this manual) - Responsible for communicating flight goals to the PIC before flight and verifying results after landing. NOTAM - Notice to Airmen. A notice released by an aviation authority to alert PICs of potential hazards on a flight route, or at a location that could affect the safety of the flight. Observer (as defined in this manual) - Responsible for monitoring the operational area to ensure that there are no hazards that may endanger the flight or people not part of the UAS flight operation team. PIC - Pilot In Command. Responsible for all flight operations. UAS - Unmanned Aerial System. METAR - Aviation Weather Report. VLOS - Visual line of sight. Part 107 requires PICs to fly their UAS within visual line of sight. Binoculars and other devices to extend vision are not allowed.

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FAA News Federal Aviation Administration, Washington, DC 20591 _____________________________________________________________________ June 21, 2016 SUMMARY OF SMALL UNMANNED AIRCRAFT RULE (PART 107) Operational Limitations

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Unmanned aircraft must weigh less than 55 lbs. (25 kg). Visual line-of-sight (VLOS) only; the unmanned aircraft must remain within VLOS of the remote pilot in command and the person manipulating the flight controls of the small UAS. Alternatively, the unmanned aircraft must remain within VLOS of the visual observer. At all times the small unmanned aircraft must remain close enough to the remote pilot in command and the person manipulating the flight controls of the small UAS for those people to be capable of seeing the aircraft with vision unaided by any device other than corrective lenses. Small unmanned aircraft may not operate over any persons not directly participating in the operation, not under a covered structure, and not inside a covered stationary vehicle. Daylight-only operations, or civil twilight (30 minutes before official sunrise to 30 minutes after official sunset, local time) with appropriate anti-collision lighting. Must yield right of way to other aircraft. May use visual observer (VO) but not required. First-person view camera cannot satisfy “see-and-avoid” requirement but can be used as long as requirement is satisfied in other ways. Maximum groundspeed of 100 mph (87 knots). Maximum altitude of 400 feet above ground level (AGL) or, if higher than 400 feet AGL, remain within 400 feet of a structure. Minimum weather visibility of 3 miles from control station. Operations in Class B, C, D and E airspace are allowed with the required ATC permission. Operations in Class G airspace are allowed without ATC permission. No person may act as a remote pilot in command or VO for more than one unmanned aircraft operation at one time. No operations from a moving aircraft. No operations from a moving vehicle unless the operation is over a sparsely populated area. No careless or reckless operations. No carriage of hazardous materials.

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Remote Pilot in Command Certification and Responsibilities

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Requires preflight inspection by the remote pilot in command. A person may not operate a small unmanned aircraft if he or she knows or has reason to know of any physical or mental condition that would interfere with the safe operation of a small UAS. Foreign-registered small unmanned aircraft are allowed to operate under part 107 if they satisfy the requirements of part 375. External load operations are allowed if the object being carried by the unmanned aircraft is securely attached and does not adversely affect the flight characteristics or controllability of the aircraft. Transportation of property for compensation or hire allowed provided thato The aircraft, including its attached systems, payload and cargo weigh less than 55 pounds total; o The flight is conducted within visual line of sight and not from a moving vehicle or aircraft; and o The flight occurs wholly within the bounds of a State and does not involve transport between (1) Hawaii and another place in Hawaii through airspace outside Hawaii; (2) the District of Columbia and another place in the District of Columbia; or (3) a territory or possession of the United States and another place in the same territory or possession. Most of the restrictions discussed above are waivable if the applicant demonstrates that his or her operation can safely be conducted under the terms of a certificate of waiver. Establishes a remote pilot in command position. A person operating a small UAS must either hold a remote pilot airman certificate with a small UAS rating or be under the direct supervision of a person who does hold a remote pilot certificate (remote pilot in command). To qualify for a remote pilot certificate, a person must: o Demonstrate aeronautical knowledge by either:  Passing an initial aeronautical knowledge test at an FAA-approved knowledge testing center; or  Hold a part 61 pilot certificate other than student pilot, complete a flight review within the previous 24 months, and complete a small UAS online training course provided by the FAA. o Be vetted by the Transportation Security Administration. o Be at least 16 years old. Part 61 pilot certificate holders may obtain a temporary remote pilot certificate immediately upon submission of their application for a permanent certificate. Other applicants will obtain a temporary remote pilot certificate upon successful completion of TSA security vetting. The FAA anticipates that it will be able to issue a temporary remote pilot certificate within 10 business days after receiving a completed remote pilot certificate application. Until international standards are developed, foreign-

certificated UAS pilots will be required to obtain an FAAissued remote pilot certificate with a small UAS rating.

A remote pilot in command must: • Make available to the FAA, upon request, the small UAS for inspection or testing, and any associated documents/records required to be kept under the rule. • Report to the FAA within 10 days of any operation that results in at least serious injury, loss of consciousness, or property damage of at least $500. • Conduct a preflight inspection, to include specific aircraft and control station systems checks, to ensure the small UAS is in a condition for safe operation. • Ensure that the small unmanned aircraft complies with the existing registration requirements specified in § 91.203(a)(2). A remote pilot in command may deviate from the requirements of this rule in response to an in-flight emergency. Aircraft Requirements

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FAA airworthiness certification is not required. However, the remote pilot in command must conduct a preflight check of the small UAS to ensure that it is in a condition for safe operation.

Model Aircraft

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Part 107 does not apply to model aircraft that satisfy all of the criteria specified in section 336 of Public Law 112-95. The rule codifies the FAA’s enforcement authority in part 101 by prohibiting model aircraft operators from endangering the safety of the NAS.

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