Operational Safety Case Operations Manual Volume 1 DDM Drones Limited

OPERATIONAL SAFETY CASE

OPERATIONS MANUAL

VOLUME 1

DDM DRONES LIMITED

Version 1.5 2nd November 2018

Operations Manual - Volume 1

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Safety Statement

An intuitive understanding of Air Safety and Risk Management including its importance in

maintaining safe delivery of effective Unmanned Aircraft related services is embraced by David

Moore owner / operator of DDM Drones Limited.

The companies Air Safety and reporting culture is based upon honesty and openness, further

supporting its aim in the reduction of risks by employment of ever evolving procedures. These

procedures ensure the safety of employees, clients and third parties and help mitigate against risk

whilst providing suitable and safe working environments.

All aviation related risks will be managed to achieve a level that is always tolerable and As Low As

Reasonably Practicable (ALARP).

A commitment exists to operating within the bounds of this Unmanned Aircraft Systems Operations

Manual and any CAA permission thereafter granted. Where specific risks have been identified

within the safety matrix a commitment exists to further and specifically conduct further mitigation

actions detailed within this UAS Operational Safety Case.

A pro-active approach to ensuring high standards of Air Safety will be foremost in all

considerations and shall not be compromised. This document has been written in accordance with

the dictates of the Air Navigation Order 2016 (Amended) 2018, CAP 393, CAP1687 and CAP 722

This document contains proprietary information and is not to reproduced without the written

permission of the Accountable Manager. The document has, in part, been futureproofed to enable

more employees to be taken on in time.

David Moore

29 Francis Close

Horndon on the Hill

Essex

SS17 8NT

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Acronyms and Abbreviations

AAIB - Air Accident Investigation Branch

ANO - Air Navigation Order

ASMP - Air Safety Management Plan

ASMS - Air Safety Management Service

ATZ - Air Traffic Zone

ALARP - As Low As Reasonably Possible

BMFA - British Model Flying Association

CAA - Civil Aviation Authority

CRM - Crew Resource Management

DIO - Defence Infrastructure Organisation

EASA - European Aviation Safety Agency

ESARR - Eurocontrol Safety Regulatory Requirement

GAPAN - Guild of Air Pilots and Air Navigators

GASCo - General Aviation Safety Council

HSE - Health and Safety Executive

HF - Human Factors

ICAO - International Civil Aviation Authority

MAA - Military Aviation Authority

MATZ - Military Air Traffic Zone

NATS - National Air Traffic Service

OMHC - Orwell Model Helicopter Club

OSP - Operational Safety Case

PfCO - Permission for Commercial Operations

RPA - Remotely Piloted Aircraft

SARG - Safety and Airspace Regulation Group

SCT - Staff Continuation Training

SQEP - Specific Qualified and Experienced Person

SRG - Safety Regulations Group

SUA - Small Unmanned Aircraft

UAS - Unmanned Aircraft System

UKFSC - UK Flight Safety Committee

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Amendment Record

Document

Issue

Issue Date

ANO 2016 (Amended) 2018

SI 2018 No623

10/10/2016

CAP 393

5.3

27/03/2018

CAP 1687

N/A

13/07/2018

CAP 722

Edition

24/03/2015

CAP 382

12/2016

ECCAIRS http://www.aviationreporting.eu/AviationReporting/

Live

DJI Phantom 4 User Manual

V1.0

30/08/2015

Review process

The Accountable Manager conducts a review of this document quarterly per annum. The

review will be noted within the following amendment document.

Amendment Number

Date of incorporation

Amended By

Signature

V1.0

10 May 18

D Moore

V1.1

May 18

D Moore

V1.2

July 2018

D Moore

V1.3

October 2018

D Moore

V1.4

November 2018

D Moore

V1.5

November 2018

D Moore

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Contents 
                     
SAFETY STATEMENT  0 
ACRONYMS AND ABBREVIATIONS  2 
AMENDMENT RECORD  3 
CONTENTS  3 
INTRODUCTION  6 
DOCUMENT STRUCTURE  6 
AIR SAFETY MANAGEMENT SYSTEM FOUNDATIONS.  6 
JUST CULTURE.  7 
AIR SAFETY MANAGEMENT SYSTEM.  8 
SAFETY FORUMS.  8 
SECTION 1 – SAFETY POLICY  9 
1. AIR SAFETY OBJECTIVES  9 
2. INFORMATION MANAGEMENT  10 
3. AIR SAFETY DOCUMENTATION  10 
4. ACCIDENT / INCIDENT MANAGEMENT  11 
5. FATIGUE RISK MANAGEMENT  11 
SECTION 2 – RISK MANAGEMENT  12 
1. DELIVER SAFE OPERATIONS  12 
2. HAZARD IDENTIFICATION AND ANALYSIS  13 
3. RISK ASSESSMENT  13 
4. RISK REDUCTION, MITIGATION AND REFERRAL  14 
5. RISK MONITORING AND REVIEW  14 
6. RISK AND HAZARD REPORTING, COMMUNICATION AND INVESTIGATION  15 
SECTION 3 - ASSURANCE AND ENSURANCE  16. 
1. CONTINUAL IMPROVEMENT  16 
SECTION 4 - PROMOTION  17 
1. TRAINING AND EDUCATION  17 
2. COMMUNICATION  17 
SECTION 5 - ORGANISATION  18 
1. STRUCTURE OF ORGANISATION AND MANAGEMENT LINES  18 
2. ACCOUNTABLE MANAGER.  19 
3. UAS COMMANDER.  19 
4. AERIAL PHOTOGRAPHY TEAM LEADER.  20 
5. OPERATORS.  20. 
6. OBSERVERS.  20 
7. SUPPORT PERSONNEL - RESPONSIBILITIES  21 
8. AREAS OF OPERATION  21 
9. TYPES OF OPERATION  21 
10. SUPERVISION OF UAS OPERATIONS  23 
11. ACCIDENT PREVENTION AND FLIGHT SAFETY PROGRAMME  24 
12. ACCIDENT / INCIDENT AND INVESTIGATION POLICY.  24 

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13. FLIGHT TEAM COMPOSITION.  24 
14. OPERATION OF MULTIPLE TYPES OF UAS.  25 
15. QUALIFICATIONS REQUIREMENTS.  25 
16. CREW HEALTH.  25 
17. LOGS AND RECORDS.  26 
18. OPERATOR TRAINING PROGRAMME.  26 
19. COPY OF CAA APPROVAL.  26 
20. INSURANCE DOCUMENTS.  26 
SECTION 6 - OPERATIONS  27 
1. ROLE TRAINING AND CURRENCY  27 
2. AREA OF OPERATION.  27 
3. OPERATING LIMITATIONS AND CONDITIONS.  27 
4. METHODS TO DETERMINE THE INTENDED TASKS AND FEASIBILITY.  28 
5. OPERATING SITE PLANNING AND ASSESSMENT.  29 
6. COMMUNICATIONS.  30 
7. PRE-NOTIFICATION.  30 
8. SITE PERMISSIONS.  30 
9. WEATHER.  30 
10. ON SITE PROCEDURES.  30 
11. SITE SURVEY.  31 
12. SPECTRUM ANALYSER.  31 
13. CREW BRIEFING.  31 
14. SITE CORDON.  31 
15. COMMUNICATIONS.  31 
16. WEATHER CHECKS.  31 
17. FIRE SERVICES.  31 
18. CHARGING AND FITTING BATTERIES.  32 
19. LOADING OF EQUIPMENT.  32 
20. EMERGENCY PROCEDURES (AIRCRAFT).  32 
21. EMERGENCY PROCEDURES (OTHER FACTORS).  33 
22. DRONE  – OPERATIONS.  34 
23. ASSEMBLY AND FUNCTIONAL CHECKS.  34 
24. PRE-FLIGHT CHECKS.  34 
25. FLIGHT PROCEDURES - MODES.  35 
26. TAKE-OFF.  36 
27. POST FLIGHT AND BETWEEN FLIGHT CHECKS.  36 
28. EMERGENCY PROCEDURES.  36 
29. ADDITIONAL SAFETY TRAINING.  37 
APPENDIX A  38 
INSURANCE DOCUMENTS.  38 
APPENDIX B  39 
CAA PERMISSION FOR COMMERCIAL OPERATIONS CERTIFICATE.  39 
INTRODU 
 
 
CTION 

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1.1 Document Structure

This document has been written and published in accordance with the guidelines, dictates and

structures of both the ANO 2016 (Amended) 2018, CAP 393, CAP 1687 and CAP 722. It is

regularly reviewed by the Accountable Manager and that review recorded in the table on the

previous page.

It remains an ever evolving document ensuring that assurances for the safe operation of UAS are

both present and tangible. This document is open to review and audit by the CAA on request. Any

significant changes shall be communicated to the CAA.

1.2 Air Safety Management System Foundations

The Accountable Manager has received CRM, HF and Air Safety training from a registered NQE.

Employees (when employed in the future) shall receive regular formal safety briefings and access

to the latest version of this document is always available. Those in the role of Remote Pilot

(including contracted personnel) must have attended a formal training course delivered by a

registered NQE. All other employees (observers and camera operators) shall receive formal in-

house training on Air Safety – organised by the Accountable Manager. Training should be recorded

and those records maintained by the Accountable Manager.

In-house training includes technical overview of the aircraft in use, limitations, organisational and

emergency procedures. The company is in an excellent position regarding the awareness and the

need for an Air Safety Culture; although complacency must be actively guarded against.

Open reporting is valued and encouraged as a ‘Just Culture’ is an important component in the

overall armoury of Air Safety.

The company endeavours to maintain best industry practices, ensuring that all flight operations are

carried out as safely as possible. Intelligent interpretation of the Air Safety Management System

ASMS

Policy

Organisation

Safety

Management

Activities

Safety

Performance

Plan

Act

Check

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Questioning

& reporting

Challenging

Learning &

informing

Informed

& Engaged

Safety

Cuture

(ASMS) and effective communication at all levels, including with and from clients, should result in a

more efficient ASMS that is proactive, rather than reactive, in nature.

The previous model demonstrates daily practice.

3. Just Culture

A due regard to honesty and openness and acceptance that error is a component of human

performance is embraced. However, as this is not a blameless culture any deliberate violations of

rules and regulations could result in disciplinary action and or investigation and prosecution by the

respective authorities.

The four elements of a Just Culture approach to Air Safety utilised are:

a. Questioning. Safety related material is open to questioning in the aim of improvement.

b. Challenging. Safety related procedures can be challenged by all.

c. Reporting. All errors, incidents or accidents are to be reported immediately to all

involved with our operations. A formal written report is to be produced and all incidents and

accidents will be communicated to the CAA as detailed later within this document.

d. Learning and informing. Lessons will be identified after every report and information

subsequently communicated.

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4. Air Safety Management System

The ASMS has been established on the framework founded upon and recommended by ICAO:

5. Safety Forums

The company views communication as a key to success that is critical to safety. Formal safety

meetings shall be convened once every three months and used as a facilitator to discuss Air

Safety openly. All meetings will have a formal agenda and will require action points to be resolved

within a calendar month of the meeting. All minutes will be distributed accordingly.

Attendance at CAA organised safety events when notified, will be attended where possible. Staff

will also be encouraged to attend any seminars relating UAS/drones.

Air Safety Objectives

Information Management

Safety Management

POLICY

Risk Management

Assurance

Hazard Identification & Analysis

Safety Performance

Risk Monitoring & Review

Risk Assessment & Reduction

Training & Education

Communication

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Section 1 – Safety Policy

References:

A. CAP 371 – The Avoidance of Fatigue in Aircrews

B. Health and Safety Executive Working Time regulations (1998) and amendment 2003

C. Health and Safety Executive RIDDOR

D. CAP 382 / ECCAIRS

1.1. Air Safety Objectives

Directive

1. Measure the success in achieving the Air Safety objectives laid out below

2. These metrics shall be reviewed annually to ensure continued validity and

should reflect the development of the ASMS and improvement to the

companies Air Safety culture

Acceptable

Means of

Compliance

3. The performance indicators should provide the basis for assessment of

the development and health of the ASMS and progress towards achieving

performance targets

Guidance

Material

4. Targets are designed to be SMART

and risk based. They should be

either output or process related and be either absolute or relative in

description

Objective 1

Prevent and minimize injury to people resulting from UAS activities.

Performance

Indicators

Number of injuries per year

Targets

Zero

Objective 2

Maintain an effective ASMS that provides the CAA and the company with

the confidence that Air Safety objectives are being met

Performance

Indicators

Internal assurance - Accountable Manager

External assurance - CAA (as required)

Annual internal audit of the Safety Culture.

Evidence of continual improvements to Air Safety Management

Targets

Achieve a minimum level of assurance, post any audits, of AMBER

A progression to GREEN within a period determined by the CAA

Objective 3

Maintain a robust reporting culture through openness and a standardized

system for reporting and investigating accidents, incidents, hazards /

observations that could compromise or have compromised Air Safety

Performance

Indicators

Time taken for raise a report is to be within an hour of occurrence

Time taken for investigation into report is to be 24 hours

Targets

100% of occurrence reports registered within 1 hour

100% of internal investigations conducted within 24 hrs

Objective 4

Establish and maintain a robust Risk Management process that

identifies and mitigates hazardous conditions. Specifically, to perform hazard

and risk analysis for existing / proposed equipment, assignment locations

and facilities

Performance

Indicators

The use and maintenance of a standard Risk Register

Targets

Employment of a Risk Register

SMART – Specific, Measurable, Achievable, Realistic, Time – related.

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Objective 5

Establish and maintain a robust ASMS assurance process, through

periodic safety audits that review all aspects of the ASMS. Evidence should

also exist for the continuous enhancement of the effectiveness of the ASMS

Performance

Indicators

Evidence of audits undertaken by the company

Evidence of audits undertaken by the CAA

Targets

Completion of audits that display no major non-compliance issues (AMBER

or better)

A progression to GREEN in subsequent audits

Objective 6

Ensure employees obtain appropriate ASMS education and training

Performance

Indicators

Percentage of staff who have received Human Factors (HF) & Error

Management (EM) training

Targets

100% compliance

1.2. Information Management

To ensure that safety performance can be analysed, appropriate safety records must be

maintained. This will also provide an audit trail and provide appropriate safety assurance to all

associated with, and dependent upon, the ASMS as well as to external authorities for audit

purposes. Records provide empirical data and traceability that may be used to identify and solve

safety problems.

1.3. Air Safety Documentation

Directive

1. Detail the organization and processes of the ASMS

2. Accountable Manager is responsible for the creation and control of

documents that detail policy and procedures for the safe control of UAS

activities

3. All personnel shall adhere to the policy, direction and guidance

Acceptable

Means of

Compliance

4. Accountable Manager will communicate the commitment to preserving Air

Safety within the ASMP which should:

a. Formalise governance processes for managing Air Safety

b. Provide clear direction

c. Be subject to continuous periodic review

Guidance

Material

N/A

Directive

1. Maintain complete records of all Air Safety activity

Acceptable

Means of

Compliance

2. Captured from Air Safety Forums

3. Maintain of all reports for a period of 6 years or agreed period post any

CAA audit

Guidance

Material

4. Information mechanisms must be available, accessible, compatible, and

consistent to allow migration as necessary

5. Record keeping is an essential component of Air Safety

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1.4. Accident / Incident Management

The ASMS is designed to ensure that procedures and processes are in place for dealing with

an accident/incident involving employees or equipment, sub-contracted operators and/or third

parties. Reporting will be in accordance with the dictates contained in reference C and D.

Directive

1. Develop an Accident / Incident Plan

2. Conduct table-top exercise (or similar model) annually

Acceptable

Means of

Compliance

3. Minutes of training exercise to be available for scrutiny by the CAA

Guidance

Material

N/A

1.5. Fatigue Risk Management

A commitment to remain in compliance with reference A and B relating to working hours is

expected.

Directive

1. The Accountable Manager shall:

a. Enhance Air Safety by seeking to minimize the number of fatigue

related accidents and or incidents

b. Encourage a safe working environment by minimizing the hazards and

risks associated with fatigue

c. Promote and engender a safety culture that seeks to improve

individual’s health, retention and morale

d. Be responsible for the implementation of measures to minimize

fatigue-related risk

Acceptable

Means of

Compliance

2. Work programmes and schedules shall be designed to ensure the

dictates within reference A and B are satisfied

3. The Accountable Manager is to ensure that adequate staff are available

to cover tasking so that no employee works more than eight hours a day

4. Ensure that all employees are aware of and trained in the identification of

fatigue in themselves and others

Guidance

Material

Reference A and B

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Section 2 – Risk Management

References:

A. ICAO Doc 9859 AN/474 (Safety Management Manual) 3

Edition 2013

B. Health and Safety Executive – Reducing Risks Protecting People 2001

C. ESARR 4 (Risk Assessment and Mitigation in ATM) 2001

D. CAP 722 UAS OSC Vol 3 – Safety Assessment Template - Table 1

2.1. Delivery of safe operations

To ensure that the company continues to deliver safe operations, relevant management action

must be taken to minimize risk. Aviation activities inherently expose hazards that create the

possibility of incidents and accidents occurring. The intelligent management of these hazards

reduce potential for incidents and accidents to occur.

Directive

1. Comply with all related CAA Regulations

2. Challenge any option that is proposed or implemented that may result in

the activity not being Tolerable and ALARP

3. Establish and maintain links with others on safety related matters

4. Manage risks by establishing Air Safety management arrangements.

Acceptable

Means of

Compliance

5. Base risk management processes on objectives such as delivery of a

‘safe’ service and the maintenance of agreed standards

Guidance

Material

6. The Air Safety RM Framework is structured as follows:

a. Hazard Identification & Analysis

b. Risk Assessment

c. Risk

d. Risk Monitoring & Review

e. Risk Reporting & Communication

7. Useful documents are contained in reference A - C

Risk

management

Hazard

Identification

Risk

Assessment

Risk Reduction

Risk

Monitoring &

Review

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2.2. Hazard Identification and Analysis

Directive

1. The company shall:

a. Make every effort to identify hazards associated with operating

UAS(s) owned, or operated by it. Also included are UAS operated by sub

contracted personnel contracted for work

b. Ensure that all identified hazards, with associated assessed risks, are

recorded in a Risk Register

c. Ensure that Hazard data/information is subjected to analysis and

regular review

Acceptable

Means of

Compliance

2. The following tools are used to identify hazards associated with operating

UAS(s)

a. Occurrence Reports. This includes reporting from external

organizations, including the CAA

b. Minutes & Audit Reports. The output from safety meetings at all

levels and from audits are a valuable source of information on potential

hazards

c. Employees. Experienced people often have knowledge of current

hazards of which the wider group may be unaware. Meetings and the

confidence of being listened to are to be embraced by the company

Guidance

Material

3. A hazard is a source of potential harm or a situation with a potential to

cause loss. Effective hazard identification forms the foundation of the Risk

Management process and may be conducted proactively or reactively. If a

hazard is not identified, it cannot be controlled

4. ICAO’s Safety Management Manual states that analysis is the process of

organising facts using specific methods, tools or techniques. Among other

purposes, it may be used to:

a. Ascertain factors underlying safety deficiencies

b. Assist in deciding what additional facts are needed

c. Assist in reaching valid conclusions

2.3. Risk Assessment

Identified hazards must be assessed in terms of the severity of likely impact on objectives /

outputs, which, in Air Safety contexts, means harm to persons, and the likelihood of that harm

occurring. This is translated into an indication of the relative importance of the risk to enable

consistent comparison and prioritization of effort to mitigate risk.

Directive

1. Accountable Manager shall determine the safety risk that any hazard

represents to safe operations concerning UAS.

2. Risk Assessment shall be completed both prior to and following the

application of risk reduction/mitigation measures.

3. When determining risk, the Hazard Risk Matrix is to be used

4. All risks are shall be suitably documented and regularly analysed

5. The Risk Register shall be used to document all risks.

6. Effective safeguards to ensure the Risk Register and associated evidence

is protected from loss, corruption and/or unauthorized editing are to be

employed

Acceptable

Means of

Compliance

7. Once a hazard has been identified, the Accountable Manager, will

determine the risk that the hazard represents. The risk associated with a

given hazard is considered in terms of likelihood / severity considered for the

‘worst credible’ situation and other more likely outcomes, given that potential

outcomes are subject to uncertainty

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8. The Risk Register should be used to document: the hazard, the risk

assessment and the mitigation that has been put in place to reduce the risk

to ALARP. The register must identify who is accountable for the risk in order

to formalize responsibility for Risk Management

9. Any risk identified as un-acceptable is to be mitigated against to reduce

the risk to an acceptable level. Unless this is done then the activity is not to

be permitted

Guidance

Material

10. Reference D

2.4. Risk Reduction, Mitigation and Referral

For effective management of risk, the Accountable Manager shall determine the degree of

mitigation to apply to ensure the tolerability of the risk. In respect to the activities of the company,

all identified risk must be mitigated against to an acceptable level otherwise the activity will not be

permitted.

Any mitigation should be monitored for effectiveness and managed to inform future decision

making and, if appropriate, initiate changes and communicate lessons identified.

Directive

1. Take action once a risk that is associated to an identifiable hazard has

been registered

2. Terminate an activity If the risk cannot be reduced to an acceptable level

(ALARP)

3. Ensure all Air Safety risks are demonstrably acceptable and ALARP

Acceptable

Means of

Compliance

4. Due regard for human fallibility should be taken whichever type of risk

reduction strategy is implemented and the effect on the system should be

carefully considered and monitored

Guidance

Material

5. Reference D

2.5. Risk Monitoring and Review

Risk Management is a continuous process. When risk reduction measures have been used they

should be monitored for effectiveness. Such measures, even if effective, may have introduced

new, unforeseen hazards. Through monitoring and review risk management validates its

effectiveness and maintains a proactive stance to hazard identification.

Directive

1. Conduct regular/periodic reviews of the overall Risk Management

process. The review process shall:

a. Ensure all aspects of the RM process are reviewed

b. Make provision for alerting appropriate authorities (CAA) too new

hazards or changes in current hazards/risks

2. Ensure reviews of potential hazards associated with UAS activity is

undertaken both regularly and in the following situations:

a. Significant change occurs to the organization, equipment or procedures

b. Regulation changes or a new regulation is being introduced

c. Where no regulation currently exists to cover a particular activity

d. Where it is considered a credible risk to that has not previously been

assessed, might exist

e. Where an activity or event might raise societal concerns

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Acceptable

Means of

Compliance

3. Regular monitoring and review should be established and this should

assess risk reduction effectiveness and consider whether measures to effect

risk reduction have become degraded, whether they should be modified, or

whether they are still required. It should also form another method of hazard

identification in case the reduction measures have created an unforeseen

hazard

Guidance

Material

4. As with all Risk Management activities, risk and ALARP assessment is an

iterative process

Regular review of the Risk Register may also be utilized as an assurance

mechanism

2.6. Risk and Hazard Reporting, Communication and Investigation

Reporting of occurrences and/or observations is a valuable source of understanding existing or

potential hazards. Communication allows increased awareness and maximizes efficiency of Risk

Management. External communication across organisations (CAA, EASA, other UAS companies

and former clients) increases knowledge and may aid hazard identification.

Directive

1. Champion an open reporting process and is to ensure appropriate training

in risk and hazard reporting is provided to all

2. Information regarding identified risk and hazards are regularly

communicated and that this information, where necessary is communicated

to the CAA and former clients

Acceptable

Means of

Compliance

3. A successful reporting system is one that maintains simplicity whilst

capturing the key elements that can assist in identifying and mitigating future

hazards.

Guidance

Material

4. Information will be provided via training sessions and regular information

bulletins

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Section 3 – Assurance

3.1. Continual Improvement

It is essential that a proactive approach is adopted to manage change and put in place

arrangements ahead of time in order to ensure safety performance is not detrimentally affected.

Changes, or possible future changes, in personnel, organization, environment, regulation,

equipment or policy must be assessed to ensure that they have no safety impact, and remain

ALARP.

Directive

1. Assess regulatory and equipment changes to ensure compliance with

authoritative documentation and their operational effectiveness

Acceptable

Means of

Compliance

2. The Accountable Manager and employees should be involved in the

planning of any change, as they will aid hazard and consequence

identification

Guidance

Material

3. Auditing (and the audit report) is one method of assessing safety

performance against stated policy objectives and/or targets. It can also be

used to validate the effectiveness of risk reduction and allow regular analysis

of all aspects of safety performance. Auditing is an important tool to

maintain/improve safety performance through Continued Improvements

4. Analysis of all available data, whether from reporting, investigation, audit or

any other source, allows the potential for proactive safety action. It provides

early identification of necessary changes to policy or processes identify the

cause and implications of sub-standard performance and assist with resource

prioritization and allocation

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Section 4 - Promotion

4.1. Training and Education

Specific training of staff in the field of Air Safety is critical to the establishment and maintenance of

a robust ASMS.

Directive

1. Maintain records of training to record all Air Safety, CRM / HF training

activities

Acceptable

Means of

Compliance

3. Training must be delivered by a suitably qualified instructor

Guidance

Material

N/A

4.2. Communication

People and effective communication are an essential element of Air Safety and key to a robust

ASMS. Two-way communication between all personnel at all levels ensures that safety critical data

is both routinely and freely exchanged.

Directive

1. The company shall:

a. Use all means to communicate and promote all aspects of Air Safety to

its fullest

b. Disseminate all safety policy, procedures, occurrences, issues

and lessons identified

Acceptable

Means of

Compliance

2. Regular Air Safety Awareness Days/Workshops to sharpen focus on Air

Safety knowledge and vigilance will be organised

Guidance

Material

3. Use the following mechanisms to communicate Air Safety

a. Social media

b. Direct email notification to past clients and other, similar UAS companies

where possible

4. Engage and communicate with the CAA, EASA, NATS, UKFSC and

GASCo on all aspects of Air Safety when and if the need arises.

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Section 5 - Organisation

References:

A. Air Navigation Order 2016 (Amended) 2018

B. CAP 393 Articles 94, 94A-G and 95

C. CAP 1687

D. CAP 722 Chapter 7

E. ECCAIRS http://www.aviationreporting.eu/

5.1. Structure of organisation and management lines

The Accountable Manager. Possesses the overall managerial responsibilities and is responsible

for product delivery roles. At times he may, employ external pilot / operators.

Roles and responsibilities are detailed below:

Position

Responsibility

Qualifications

experience

Owner / Operator

David Moore

Accountable Manager

Maintain direct contact with the UK CAA

Maintaining records

Maintaining maintenance records

Maintaining flight log records

Video editing and storage IAW Data

Protection Act / GDPR

Full NQE course

UAV8 Ltd

Remote Pilot

David Moore

Remote Pilot

Planning of task

Reduction of risk via site assessment

process

Decision making on task

Command of task and those directly

involved

Maintenance of equipment

Flight Safety on site

Safe operations

Pre / post flight inspections of aircraft

Physical loading and checking of aircraft

loads and ancillary equipment

Safe Battery charging

Full NQE course

UAV8 Ltd

3 flight hours

Camera Operator

Name if

applicable

Spotter /

Observers

To be confirmed

Operation of UAS camera equipment

Fitting of cameras and lenses to UAS

Act as an observer

Responsible for providing safety lookout

during flight operations

Empowered to question PiC and to stop

flying for safety related incidents.

In house training

will be provided

by the

Accountable

Manager

As above

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The following organogram details the hierarchy.

Contract Personnel: Depending upon the nature of the task, additional personnel may be required

to ensure safe and efficient completion. These may include Camera Operators and support

personnel. Where appropriate, any additional personnel required for the task are to receive a

thorough briefing from the Remote Pilot and are to be informed of the Safety and Incident

Reporting Procedures in place. They must also be informed of the appropriate communication

procedures to be used, should they believe that the safe operation of the UAS or the safety of any

person, property or livestock are or are about to be compromised.

5.2. Accountable Manager

The Accountable Manager shall be responsible for the safety of the whole business operation and

the following:

a. Risk mitigation and endorsement.

b. Ensuring that all tasks are performed to the required standards.

c. Ensuring that I am continuously compliant with the dictates of the UK CAA and

procedures contained within the document set at Ref A-E.

d. Is at all times accountable to the CAA.

e. Ensuring data and privacy is handling in accordance with the Data Protection Act 1998.

5.3. Remote Pilot

Shall be responsible for:

a. The safety of the UAS team and any third parties associated with UAS operations.

b. Maintaining a level of competence and proficiency of flying.

Accountable

Manager

Remote Pilot

Observers

Sub-

contractors

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c. Ensuring standards are maintained by other company operators in terms of competency

and proficiency. He is authorised, in consultation with the accountable manager, to remove

an operator from duty if any of the above are in doubt or for any other reasonable reason

such as medical or fatigue.

d. Maintaining competency and proficiency on the companies UAS.

e. Flight safety pertaining to the operation of the UAS on assignment.

f. Physical pre-and post-flight inspections of the UAS and equipment.

g. Flying with due regard to the rules and regulations stipulated by the UK CAA, the EASA

where necessary and the dictates of the documents at Ref A-E. They are also to operate

the UAS in compliance of the Data Protection Act 1998.

Additionally, they shall ensure the following:

a. That the flight can safely be made, taking into account the latest information available as

to the route and site to be used, the weather reports and forecasts available and any

alternative course of action which can be adopted in case the flight cannot be completed as

planned.

b. Either the equipment (camera) carried in the circumstances of the intended flight is in a

fit condition for use; or

c. The UAS is in every way fit for the intended flight.

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

it may safely be carried on the intended flight.

e. Sufficient power is available for the intended flight, and that a safe margin has been

allowed for contingencies; and the instructions in the operations manual relating to power

requirements have been complied with.

f. Any pre-flight check system established by the operator and set out in the operations

manual or elsewhere has been complied with by each member of the crew of the aircraft.

g. Detailed site recces and risk assessments are conducted and recorded. This is to take

into consideration the launch and recovery area and process if the control link is lost and

noting of all obstructions at such places. A completed risk assessment form is to be

completed prior to authorisation being granted.

5.4. Camera Operator

Currently and until employees are recruited the camera operation is conducted by the Remote

Pilot. For standard aerial photography, cinematography/videography the Remote Pilot may use the

camera and fly the aircraft. When conducting complex cinematography/videography or other

complex tasks a camera operator should be employed for the purpose of filming; allowing the

remote Pilot to concentrate on flying the aircraft. Camera operators are responsible for:

a. Loading the camera and lenses onto the UAS.

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b. Ensuring the camera is operational and serviceable.

c. Switching on the camera and operating it as directed by the Remote Pilot.

d. Rotating and storing the camera prior to take off and landing.

e. Acting as an observer.

f. Communicating with the client to establish the task requirements.

5.5. Observers

This role can be conducted by any suitably identified person that has been notified to act as

observer by the Remote Pilot. The observer is to:

a. Operate under the command of the Remote Pilot.

b. Maintain a safety lookout at all times that the UAS is in a powered condition.

c. Ensure the position of the UAS is known at all times.

d. Is empowered to call for UAS to land in the event of any perceived conflict with another

air vehicle or for any other matter concerning safety.

5.6. Support Personnel - Responsibilities

When larger and/or complex flight operations are being undertaken further support should be used

to ensure the safe operations of the UAS(s). The main responsibilities of support personnel are to

assist the person in charge in the preparation of the UAS and launch / recovery sites as detailed.

They have an important role in the area of Air Safety and have the responsibility and authority to

question and challenge where doubt exist in terms of overall safety.

5.7. Areas of Operation

The services of the company may be required nationwide across the UK and each area will be

subject to a rigorous risk assessment on notification of a client’s requirements. This will be

complimented by a thorough on-site assessment prior to any flying activities taking place. The

whole team and specifically the Remote Pilot must not to be swayed by any perceived, or

otherwise, commercial pressures and must conduct an honest site assessment. If the site is

unsuitable the Accountable Manager is to be notified immediately and flying is not to take place

until sufficient mitigation has been reached to ensure the risk is ALARP.

The operating distances from buildings, structures, vessels and people will be in accordance with

the dictates of the documents at Ref A-E. Any changes to this will necessitate a formal request and

completion of an additional Operational Safety Case; additional permissions.

5.8. Types of Operation

The UAS operations include the following:

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a. Two hours a month training flights, to maintain flight and equipment competency,

regardless of any operational flights carried out within that month. (See 6.4 paragraph 3)

b. Photographic assignments including, but not limited to, weddings, real-estate tasks and

bespoke photographic tasks.

c. Photographic and video surveying.

d. Cinematography / Videography - Documentary and short film assignments.

e. Aerial inspections including, but not limited to, wirelines, pipelines, solar farms, railway

infrastructure, buildings and agriculture.

f. Infra-red photography and videography.

g. Building site inspections and surveys.

h. Search and Rescue operations.

i. Private Security commercial and corporate operations.

j. Two hours a month training flights to maintain flight and equipment competency

regardless of any operational flights carried out within that month

All fight is conducted in VLOS by day and night unless specific permissions have been granted by

the CAA via an Operational Safety Case. Weather limitations will be observed in accordance with

the specific UAS limitations. In general terms although part of the site risk assessment, UAS will

not be flown in precipitation, including fog, poor visibility and when thunderstorm activity has been

predicted. If new technologies evolve and become available that permit such activities the UAS

shall on fly in these conditions after mitigation and improvements to visibility have been made;

strobe lighting as an example. Aircraft however must remain within VLOS.

Night Flight Operations

It is highly probable that night operations will be conducted by the company. The services may/will

include the following:

a. Construction site work such as surveying.

b. Security surveillance of commercial and corporate property (Buildings).

c. Media purposes.

d. Site evaluation.

e. Search and Rescue operations.

The locations of the above stated operations will be varied but all sites will be under the full control

of the company via the site manager. The Remote Pilot will liaise with the site manager at all times

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to ensure that all operations are safe. In order to comply with the more stringent safety requirements

necessary, the following will be observed:

a. Flight at night shall only be conducted in accordance with the procedures contained within

this document.

b. The launch site shall be provided with adequate illumination.

c. Flight will only commence when the weather conditions are suitable for continuous VLOS

operations.

d. The aircraft will be fitted with additional lightweight anti-collision lighting systems to aid

visual ident.

e. A thorough day time reconnaissance and assessment of the site must be conducted prior

to night flying. This is to include the intended flight path. The purpose of this is to further

ensure safe operations and to identify hazards including power line. Site Assessment in

line with policy, to assess Airspace and Hazards such as Pylons, Domestic cables and

HIRTA’s.

f. NOTAMs – will always be checked. They will also be submitted prior to commencement

of night activities for the period and specific location of operations.

g. Compliance of local authority bye laws, checks with Emergency Services and The

Highways Agency.

h. Knowledge and details of the nearest emergency services units will be recorded.

i. Consideration of Extraordinary restrictions such as Prisons or nuclear facilities will be

observed.

j. Awareness of any Public Access that could or may create a hazard, such as footway

paths, common ground, access and egress.

k. Site Safety and Risk – In order to mitigate risk, the following actions will also be

implemented.

1. Segregated take-off and Landing site that will be illuminated. Vertical Take-off only.

2. A consideration of using tethers.

3. Extra lighting or markings attached to the UAV. In the case of extra lighting, this may

drain extra power from the battery, consequently the battery low warning levels would

be adjusted to compensate. Alternatively, chemical sticks may be use.

4. All additional lighting mechanisms must be physically checked as being secure prior

to take-off.

5. 2 way air safe radios to be in operation during the task undertaken.

6. Alternative take-off and landing area as “back-up”.

5.9. Supervision of UAS operations

On site and overall supervision will rest with the Remote Pilot unless otherwise stated. Supervision

will be maintained in the following manner.

a. Physically checking the risk assessments are fit for purpose prior to flying operations.

b. The whole team including client if used as an observer shall receive a formal and

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thorough pre-flight briefing from the Remote Pilot.

c. Ensuring that on-going operations remain safe.

5.10. Accident Prevention and Flight Safety Programme

The Accountable Manager has requisite knowledge and ability in the operation of UAS. He has

completed a full NQE course that included instruction in CRM and Flight Safety. Flight Safety is a

vital component of every assignment and every pre-flight briefing begins and ends with a Flight

Safety comment.

The company will remain compliant with the dictates contained within reference B and will utilise

the CAA Mandatory Occurrence Reporting Scheme (MOR Scheme) ECCAIRS.

5.11. Accident / Incident and Investigation Policy

Additionally, details of accidents and incidents occurring within the responsibility of the company

will be communicated to the CAA, HSE or AAIB as appropriate; follow-up will be via ECCAIRs

using the following link to the reporting portal http://www.aviationreporting.eu/ . Accidents, incidents

and near misses are to be fully investigated to a level commensurate with the level of risk. The

result of investigations, where necessary, shared within the industry to help prevent other

instances occurring to others.

The Accountable Manager will act as the point of contact until the investigation is closed.

In the event of an incident or accident the actions on the following flow chart shall be adhered to.

5.12. Flight Team Composition

All operations shall have a dedicated team assigned. This will comprise, as a minimum, a Remote

Pilot and an observer. When required the team will consist of a Remote Pilot, observer and

IMMEDIATE ACTIONS

STOP all flying activities

Disconnect transmitters

Check for injuries

Move to safe area

SUBSEQUENT ACTIONS

Report the incident / accident

Impound:

UAS, Flt Data, Control system, Camera, Film footage, Laptop, Pre-flight inspection record, Site recce

report and Risk Assessment report

Contain and cordon the scene

Photograph the scene

ACTIONS

Liaise between emergency services and land / property owners

Notify: 999, CAA, AAIB, ATC if applicable

Maintain security of impounded equipment and documents

Complete Flight Safety Occurrence report on return to base

Complete ECCAIRS report as appropriate

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payload operator. In large and/or complex flight operations the team will consist of a Remote Pilot,

observer, payload operator (if required) and support personnel. One of the team will be a

competent first aider, this does not included the Remote Pilot.

5.13. Operation of Multiple Types of UAS

Currently the company operates the DJI Mavic UAS , Yuneec Typhoon H520 UAS and Phantom 4

UAS . Remote Pilot are to be at a proficient standard on the equipment being operated.

In the rare circumstance that more than one UAS is employed for the same task, within the same

time frame and airspace, the airspace shall need to be locally controlled. This will be achieved by

use of a simple tactical reference point system, dividing the airspace by geographical positioning

and if required height. A detailed briefing must be attended by all operators prior to flight.

Additionally, they must be qualified to operate the specific weight category of UAS by the UK CAA.

The responsibility for ensuring crews are proficient lies with the Accountable Manager.

5.14. Qualifications Requirements

All personnel acting in the role of Remote Pilot of any UAS for the purpose of commercial work (on

behalf of the company) must have the following qualifications and permissions:

a. Successfully attended an UAS Training Course delivered by a UK CAA accredited Full

NQE.

b. Have been granted Permission for Commercial Operations (PfCO) by the UK CAA for

the weight category concerned.

c. Maintain a working knowledge of the document set at Ref A-E.

5.15. Crew Health

At the time of publication UAS pilots are not required to have any formal medical category and

therefore a common-sense approach is taken by me prior to any future legislation. All members of

the UAS flight team must not be under the influence of alcohol or drugs when on site and must be

appropriately fit, capable and able to conduct flight operations. If taking prescription medicines

professional advice should be sought and a requirement to inform the Remote Pilot is mandated.

They must have adequate vision (can be assisted with corrective lenses) to see the equipment at a

height of 400ft. The supervisor will prevent operations, if suspecting an individual’s condition is not

up to the required level. Remote Pilots operating for me, including sub-contracted staff must be

able to clearly read a vehicle registration number plate from a distance of 20m.

Supervisors may use the following mnemonic ‘IM SAFE’ and guide to assist in decision making:

• Illness – Any illness that may affect performance and operation of an UAS.

• Medication – Drowsiness, side effects?

• Stress – Check for obvious signs.

• Alcohol – legal requirements differ but we take this seriously and recommend no

alcohol consumption within 8 hours of flight operations.

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• Fatigue – Sufficient undisturbed rest and sleep period?

• Eating – Sufficiently nourished and hydrated?

To fight against fatigue Remote Pilots are not permitted to fly for periods of more that 360 minutes

in any twenty-four-hour period. They are to have a mandated rest period of 45 minutes after 60

minutes of flight time.

5.16. Logs and Records

Records of the crew, type of UAS, type of operation, location and time of take-off and landing via

soft and hard reporting mechanisms shall be kept. This information shall be maintained for a period

of 12 months. All Remote Pilots are required to maintain an individual log book. The Accountable

Manager is to conduct periodic reviews of logbooks to ascertain a perspective of competency and

proficiency.

5.17. Operator Training Programme

The Accountable Manager is to ensure that regular training events are organised for all operators

to further improve competence. A training programme is mandatory for staff on change or major

modification to primary equipment.

5.18. Copy of CAA approval

A copy of the PfCO permission will be inserted at Appendix B to this document once granted by the

CAA. The company shall comply at all times with its dictates.

5.19. Insurance Documents

Insurance requirements are in accordance with regulation (EC) 785/2004 (Article 2). Even though

the regulation states that insurance is not required for model aircraft with a mass less than 20kg,

due to the commercial aspect of its work the company shall ensure it has appropriate levels of

cover. Insurance details can be found at Appendix A to this document.

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Section 6 – Operations

References:

A. DJI Mavic Pro User Manual V1.2 2016.12

B. DJI Phantom 4 User Manual V1.0 2016.03

C. Yuneec Typhoon H520 User Manual V1.3.1(a)

D. DJI Inspire 1 User Manual

E. Air Navigation Order 2016 (Amended) 2018 

F. CAP 393 Articles 94,94A-G and 95 

G. CAP1687 

H. CAP 722 

Remote Pilots are required to maintain a minimum currency of 2:00 hours flight time in a rolling 3

calendar month period of time. This will ensure a level of competency and proficiency. For those

qualified to fly multiple types of UAS a more stringent currency of 2:00 hours flight time in a rolling

3-month period, for each type will apply.

Staff Continuation Training (SCT) shall be organized by the Accountable Manager when in his

opinion it is deemed necessary; for example, mountain flying training, fixed wing conversion.

If new equipment is procured the Accountable Manger may authorise externally sourced training;

may be with the manufacturer to gain an in depth understanding of capabilities and performance

6.2. Area of Operation.

As detailed in the previous section the company will be expected to operate nationally. UAS will all

be limited to a maximum height of 400ft agl and a 500m radius of operation from the Remote Pilot.

6.3. Operating Limitations and Conditions

All company UAS

As detailed in the previous section the company will be expected to operate nationally. UAS will all

be limited to a maximum height of 400ft AGL and a 500m radius of operation from the Remote

Pilot.

Flight near to Protected Aerodromes. Flights near to protected aerodromes will be conducted in

accordance with Article 94B in that no flight shall be conducted within the inner or outer zone,

during operating times without the permission of the local Air Traffic Control Unit. In circumstances

were the airfield is closed no flight shall take place within the inner zone without express

permission from the airfield operator.

In addition to this requirement the company will always inform the ATCU when operating within the

ATZ / MATZ as an additional requirement to improve situational awareness and flight safety.

Height Restrictions. In accordance with Article 94A no UAS operated by the company shall be

flown above 400ft above the surface / ground.

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General limitations

Yuneec H520

Maximum Take- off weight – 1633g (without gimbal)

DJI Phantom 4

Maximum take-off weight – 1380g

DJI Mavic Pro

Maximum Take-off weight 734g

Operational Ceiling

400ft. Above Ground level (AGL)

Operational Endurance

23 Minutes

Maximum Permissible Airspeed

16m/s Airspeed (31 knots)

Maximum Wind speed

10m/s (20 knots)

Maximum Outside Air Temperature

40°C

Minimum Outside Air Temperature

Broadcast Frequency Signal Strength

2.4ghz at 100mW EIRP

Operational Ceiling

19685ft. Above Mean Sea Level (AMSL)

Operational Endurance

23 Minutes

Maximum Permissible Airspeed

16m/s Airspeed (31 knots)

Maximum Wind speed

10m/s (20 knots)

Maximum Outside Air Temperature

40°C

Minimum Outside Air Temperature

Broadcast Frequency Signal Strength

2.4ghz at 100mW EIRP

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DJI Inspire 1

Maximum Take-off weight 2935g

Additionally they will conform to any limitations regarding systems contained within Ref A-H.

6.4. Methods to Determine the Intended Tasks and Feasibility

The majority of tasks will be initiated in response to a customer request. In the case of a customer

request, the feasibility of the task will be assessed by the Accountable Manager in order to ensure

that the customer’s expectations are satisfied, whilst maintaining safe operations within VLOS

operating criteria. The Remote Pilot will conduct a pre-site (when-ever viable) and on-site survey.

The use of various resources may be used from maps and charts to online software applications.

There is a requirement for all media to be in date.

Where necessary, modifications to the task will be agreed with the customer in order to ensure

successful capture of the highest quality data whilst reducing operating risk. If modified, the task

will be re-assessed by the Remote Pilot to ensure that the mission aims can be achieved whilst

maintaining safe operations.

Some tasks will be initiated internally for testing, training, competency, demonstration and

marketing purposes. In all cases, tasks are assessed prior to conduct in order to ensure the

highest standards of safety are met and maintained at all times. If it is deemed necessary for safe

operation and Pre-Flight Risk Assessment Analysis, a formal site visit may be conducted in order

to determine the feasibility of the task. Additional Risk Mitigation Procedures will be discussed with

the client as part of the Pre-Flight Planning procedures, prior to deployment. The client will be held

responsible for covering all costs associated with a formal site visit if it is required in addition to the

standard Pre-Flight Planning procedures. Before commencement of any task a clear and concise

understanding of the customers’ requirements, including any imposed restrictions must be

established.

The PiC shall determine during the initial assessment if the task is legal, safe and achievable. If

there are restrictions this will be communicated to the customer and solutions offered. The Remote

Pilot will apply for any special permissions or airspace clearances, if required.

6.5. Operating Site Planning and Assessment

A pre-site survey of the task site shall be carried out by the Remote Pilot using all available

information. The site map (either digital or chart) will include a 1km diameter circle around the

Remote Pilot location to illustrate the VLOS limit. Additionally, an area will be marked on the chart

to illustrate the direction and maximum distance the UAS would travel if control of the equipment is

Operational Ceiling

14763ft. Above Mean Sea Level (AMSL)

Operational Endurance

18 Minutes

Maximum Permissible Airspeed

21m/s Airspeed (42 knots)

Maximum Wind speed

10m/s (20 knots)

Maximum Outside Air Temperature

40°C

Minimum Outside Air Temperature

-10

Broadcast Frequency Signal Strength

2.4ghz at 100mW EIRP

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lost. Airspace and other restrictions are to be noted along this path. On completion of each stage of

assessment the findings will be recorded on the assessment sheets.

6.6. Communications

Records of all communications relating to the intended task are to be maintained by the company

for a reasonable period post completion of task. Any communications relating to safety are to be

attached to the risk assessment conducted by the Remote Pilot. The Remote Pilot is also to attach

any permissions obtained relating directly to the task such as landowners and ATCU permissions.

A mobile telephone shall be on site for use in an emergency. Hand held two-way radios will be

issued to the team to ensure quick passage of information and provide increased safety on

complex tasks.

6.7. Pre-notification

If operating within areas of special interest to the public, the local police will be informed of the

planned activities. If operating within an ATZ, MATZ or other controlled airspace the ATCU will be

contacted to gain permission. If required a NOTAM may be raised.

When necessary the MOD Low Level Advisory Service will also be notified. And when operating

close to military establishments the local units will also be notified.

Helicopter emergency service sites that are close to the task site will, due to their unpredictability,

will also be notified directly or via the Critical Care Line.

6.8. Site Permissions

All sites allocated for work task will require written land owner’s permissions. For the purpose of

transparency and evidence copies of these approvals will be attached to the site risk assessment

forms.

6.9. Weather

When operating on task the local weather reports from the UK Met Office will be utilised. Practical

weather appreciation will be conducted prior to and during all flights. The weather conditions will be

entered on the risk assessment form.

6.10. On site Procedures

Much of the risk assessment process will have been completed during the planning phase and all

bookings including ATCU notification, NOTAM and restricted Area permissions sought. On arrival

at the site the Remote Pilot will update the initial site assessment and particularly check and

confirm that there are no additional risks. If found they are to be mitigated against to a safe

conclusion and the Accountable Manager notified formally of the changes. There is to be a final

check that all third parties including residents have been informed of the flying activities prior to

take-off.

A thorough briefing is to be delivered by the Remote Pilot to all those involved prior to operations.

The site is to be cordoned appropriately.

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Physical checks of the aircraft prior to and post flight must be conducted.

6.11. Site Survey

A thorough site survey is to be conducted on arrival and prior to flying taking place. This will ensure

that all hazards are identified, logged and mitigated against. This formal document will be kept for a

period of not less than 12 months.

6.12. Spectrum Analyser

Although spread spectrum is now in common use in modern UAS there is still a risk from

interference especially within the 2.4gHz range. The use of a spectrum analyser especially within

urban areas of operation is recommended.

6.13. Crew Briefing

Briefing will be conducted in a quite benign area to ensure little disturbance during this critical time.

The CAA approved ‘Skywise’ App can be utilised as part of the briefing. The simple ‘MATE’ format

will be utilised to ensure consistency of briefing.

M – Meteorological report and operational effects.

A – ATC, Airspace.

T – Technical – Aircraft and equipment.

E – Exercise / mission details.

All members of the team must attend the briefing, without exception prior to tasking.

During the briefing emergency procedures are to be discussed in detail.

6.14. Site Cordon

On some sites, cordons may be required to ensure safety to third parties. Cordons may be

established with signage, reflective tape or physical form, if manpower permits. The take-off and

landing area must be clearly marked by use of cones and/or tape; includes alternate site.

6.15. Communications

Communications will be conducted as previously detailed in this document.

6.16. Weather Checks

Conducted visually and as discussed above. Local wind effects and turbulence areas are to be

identified. The Remote Pilot will terminate flying activities once precipitation is evident and also

when wind speeds are deemed to be too high (+19kts). Wind speed will be checked by an

anemometer.

6.17. Fire / Emergency Services

During the pre-task assessment, the details of the local fire services are to be noted. If possible an

RV point is also to be established on site.

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6.18. Charging and Fitting Batteries

All charges of individual batteries pre / post flight shall be recorded in the battery log. Each battery

has its own unique identification number and they are used in sequence to maintain uniformity.

Batteries are only charged using the manufacturers designed and supplied battery chargers – all

batteries are of the intelligent type. Battery charging must be supervised, in a well ventilated, free

from moisture environment. If batteries are found to be damaged in any way, it is to be disposed of

safely and under no circumstances used. Batteries are to be visually and physically checked as

being correctly fitted to an UAS prior to flight.

6.19. Loading of Equipment

Loading of equipment including cameras shall be under the supervision of the PiC. A physical

check of security must be completed prior to flight.

6.20. Emergency Procedures (aircraft)

Full emergency actions are contained in Ref A-D.

Loss of primary Control Frequency (generic all UAS).

In this circumstance, the UAS automatically enters the failsafe mode resulting in the aircraft

hovering, climbing to a safe altitude and returning to the stored home point.

e. Fly Away Actions. Should the aircraft fly beyond the range of the transmitter the GCS

/ MC will automatically apply the Failsafe mode. In this mode, the aircraft will operate as

previously discussed. If the aircraft continues to fly away the PiC is to carry out the

following actions:

FAILSAFE FAILURE

Manually select failsafe on the

transmitter

Manually select failsafe on

transmitter Confirm Control

Response

Control Response Normal

Aircraft continues to Home

Plate

Control not established

Switch to ATTI and switch

transmitter on and off

again

Switch Failsafe to off,

Revert from ATTI to GPS

Switch Failsafe to off, Revert

from ATTI to GPS mode

If hovering Ac will

eventually descend

In Flight it will fly away

ECCAIR report submitted

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In terms of actions for the following the drills are the same for all UAS with minor name / system

differences only

c. Loss of power to the rotors. In the event of loss of power to the rotors the Remote

Pilot is to immediately initiate the start stick sequence detailed in the user manual in an

attempt to re-start. If power is not restored the immediate vicinity should be vacated – shout

from the Remote Pilot.

d. Aircraft Battery Failure. If possible the Remote pilot should attempt to land the aircraft

in the designated areas, unless deemed safe enough to land in current location. In the

unlikely event that the battery voltage should suddenly drop or the battery connectors

disconnect the aircraft will descend rapidly. In this situation, the Remote Pilot is to attempt

to clear the area of people.

e. Transmitter or Transmitter Battery Failure. If the transmitter of transmitter battery

fails the DJI UAS will initiate the failsafe feature. The aircraft will slow down and hover if

manoeuvring, wait 3 seconds in case connection is restored and then under failsafe will

return to home.

f. Fire On-Board Aircraft. The call to alert that there is a fire on the aircraft shall be ‘Fire

on Aircraft’. On hearing this call, the Remote Pilot is to land the aircraft immediately in a

safe area. The camera operator or spotter will only fight the fire, if safe to do so; consider

calling 999 if required.

Subsequent actions: Cordon the site and report the incident via the means and levels

previously detailed within this document.

g. Fire on the ground (Aircraft or Equipment). The call to alert the team of a fire is

simply ‘FIRE’. If the fire is caused by LiPo batteries do not attempt to fight the fire with an

extinguisher simply evacuate the immediate area, up wind and allow the fire to burn out. If

the fire spreads fight the subsequent fire if safe to do so and consider calling 999.

Subsequent actions: Cordon the site and report the incident via the means and levels

previously detailed within this document.

6.21. Emergency Procedures (other factors)

Immediately select the failsafe

on the transmitter

Aircraft continues to Home

Plate

Control not established

Maintain visual site if possible

Notify ATCU and Police of flight

path speed & height

ECCAIR report submitted

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There may be other factors not directly concerned with the UAS or even outside of the direct

control of the Remote Pilot. These include the following:

a. Aircraft Incursion / conflict. In the event of another aircraft approaching the area of

operation the Remote Pilot is to immediately descend vertically to a height less than 50ft or

land. If perceived that the incident was a near miss an AirProx report is to be raised and

filed.

b. Public Encroachment. The ‘spotter’ or any other member of the operating team will

indicate that a person(s) are encroaching the operating area by shouting the word ‘public’

with an indication of the locations – by clock-code or feature. If safe to do so a member of

the team will approach the person(s) to explain that UAS flight is taking place and explain

the potential dangers. Whilst this is taking place the Remote Pilot will maintain a high hover

until safe to continue. If the situation cannot be resolved the UAS is to be landed in a safe

area.

c. Malicious or Accidental Interference with Control Frequency. In the unlikely event

of the frequency being compromised the Remote Pilot is to land the aircraft, as safely and

expeditiously as possible given that the controls may be difficult to operate. Further

investigations are to be made when the aircraft is safe and follow up report under ECCAIRS

must be conducted.

d. Pilot Incapacitation. In the event of a Remote Pilot becoming incapacitated for any

reason the Camera Operator or other team member is to activate the return to home

function on the transmitter.

It is important that all members of the team are briefed on the return to home function and

respective switches prior to the task commencing to cater for such circumstances.

6.22. UAS – Operations

The following paragraphs have been written in consultation with Ref A-D. Flight operations will be

conducted in accordance with Ref A-H and this document. The equipment used to control

company UAS are factory supplied standard controllers operating on 2.4Ghz – multi channels.

Firmware and software updates are to be recorded in the maintenance logs. Post updates the UAS

is to be ‘test flown’ in an open area to ensure it is safe to operate.

6.23. Assembly and Functional Checks

Assembly of the UAS must only be conducted in accordance with Ref A-D. Post assembly the

aircraft is to be physically checked by Remote Pilot. Functionality checks are to be conducted by

the Remote Pilot. Checks are to be conducted in accordance with the user manual and particular

emphasis is to be placed on the security of the rotor blades.

6.24. Pre-Flight Checks

These checks shall be carried out by the Remote Pilot. Checks are to be conducted in accordance

with the References A-D. The Yuneec should be treated the same although it uses the ST16 GCS

rather than the ‘Pilot App’.

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a. Visual inspection of UAS for damage

b. Remote Controller Power Status checks. System battery status must be indicating

normal (fully charged) prior to any flight operations.

c. If using a mobile device and ‘Pilot App’: Confirm power level of mobile device and

connect to controller clamp; finally connect via UAS lead.

d. Calibrate the compass if required as per user instructions.

e. Remote Controller stick neutral and released check for centring.

f. Full and free movement of controls and correct action on UAS.

g. Camera secured and functioning – check functionality as per reference A-D.

h. Orientation LED signal lights must be serviceable for flight.

6.25. Flight Procedures – Modes

The Mavic pro and Phantom 4 is fitted with three flight modes, P Mode, A Mode and F Mode and it

is planned that all three modes will be used during tasking and training.

a. P Mode (positioning). This mode has three different states and works best with a

strong GPS signal.

1. P-GPS: GPS and Vision Positioning both are available. The aircraft is using GPS for

positioning.

2. P-OPTI: Vision Positioning is available but the GPS signal strength is not sufficient.

The aircraft is using only the Vision Positioning System for positioning.

3. P-ATTI: Neither GPS nor Vision Positioning is available. The aircraft is using only its

barometer for positioning, so only altitude can be stabilized.

b. A Mode (Attitude). The UAS uses its own barometer for stabilisation purposes. The

UAS can still automatically return to the home point if the control signal is lost and the

Home Point was recorded successfully.

c. F-mode (Function). Intelligent Orientation Control (IOS). This allows the pilot to lock

the control orientation of aircraft in different modes. There are three working modes for IOC

that can be selected in the DJI Pilot app.

1. Course Lock. This will not be used during training operations but will be briefed.

2. Home lock. Enables the UAS to return to the home point within +/- 10m.

3. Point of Interest (POI). A distance of between 5 and 500m from the POI.

The Yuneec H520 is fitted with seven flight modes, it is planned that all seven modes will be used

during tasking and training.

a. Not Connected Flight Mode. Not Connected Flight mode is set when there is no

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aircraft bound to Data Pilot. A valid RC connection is required for a flight mode to be

present.

b. Auto Position Flight Mode. Automatically set when the aircraft is flying autonomously

but has no commands to execute. In this case, the H520 will hold its current position and

hover in place.

c. Manual Flight Mode. Manual Flight mode disables all GPS on the H520, however

altitude is maintained using barometric sensors.

d. Angle Flight Mode. Angle Flight mode incorporates GPS, barometric and other

sensors to maintain stable position in-flight.

e. Mission Flight Mode. Is the mission execution mode. After uploading and starting a

mission, the H520 will automatically be set to Mission flight mode.

f. Return to Launch flight mode. An automatic execution of the H520 to return to the

launch point. During RTL, the Pilot has limited control over the H520.

g. Low Battery Flight Mode. The H520 will attempt to RTL. In some cases, the H520

might be too far from the launch site to return. During low battery flight mode, the Pilot has

limited lateral control and no vertical control of the H520.

6.26. Take-Off

Care is to be exercised especially at the first launch of the day and therefore the area for launch

shall be marked off to a 10m radius where access is restricted (within an outer cordon of 50m).

The Remote Pilot and authorised supporting staff are the only people authorised to be within the

launch and recovery area.

Take-off checks shall be conducted immediately after take-off for all flight sorties and shall include:

a. Conduct stable hover at 6 feet.

b. Aircraft responds normally and responds to control inputs.

Flights shall only be completed in VLOS and within the written authorisation.

6.27. Post Flight and Between Flight Checks

Post flight inspections are to be conducted with the emphasis on noting and reporting any faults of

damage to the equipment. Between flight checks are to include as a minimum a physical check of

power, only normal (fully charged) status is acceptable for a further launch. The person in charge is

to conduct the power check.

6.28. Emergency Procedures continued

a. Lost Signal. Prior to take off the home point will be recorded to allow the UAS to fly home

autonomously. If the signal is lost for more than 3 seconds, the system will use the Failsafe

Return to Home (RTH). In the event of a lost link the supervisor is to be made immediately

aware and the landing site vacated outside of the 10m marked area.

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b. Low battery level Warning. The DJI UAS are fitted with a RTH function in the event of

low battery conditions. This failsafe operates when the battery has been depleted to a point

that may affect the safe return of the aircraft, this condition will be notified to the pilot if

using the DJI Pilot App. If after ten seconds, there has been no action from the pilot the

UAS will automatically return to the home point. The pilot may however cancel the RTH by

pressing the TRH button on the controller. The person in charge is to allow the automatic

RTH to occur or take control land the immediately. The person in charge must always be

aware that this may occur and therefore should always consider safe landing areas whilst

operating. A verbal warning should be communicated loudly that landing is imminent.

6.29. Additional Safety Training

Everyone shall receive fire training on the use fire extinguishers. Additionally, no-notice emergency

practices are to be initiated randomly. All such practices are to be recorded and lessons identified

communicated with records maintained for a period of 6 years for audit and scrutiny purposes.

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Appendix A

Ops Manual Vol 1

Insurance Documents

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Appendix B

Ops Manual Vol 1

CAA Permission of Commercial Operations