Operation Manual

Aerial Mapping

MARS Sensing Department

DOCUMENT CONTROL

DOCUMENT INFORMATION

Information

Document ID MS-2020-12-24-2

Document Author Eng. Muath Rabah

Issue Date April 9th, 2020

Last Saved Date April 12th, 2019

File Name

DOCUMENT HISTORY

Version Issue Date Changes

[1.0] 2020.4.12 Document initiation

DOCUMENT APPROVALS

Role Name © Signature Date

General Manager Dr. Mohammad Amin Aljarrah

Executive Manager Eng. Emad Gezawi

Head of Department Eng. Ahmad Alzubi

Operation Division Eng. Muath Rababah

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CONTENTS

DOCUMENT CONTROL ................................................................................................................................................................. 1

DOCUMENT INFORMATION .......................................................................................................................................................................... 1

DOCUMENT HISTORY .................................................................................................................................................................................. 1

DOCUMENT APPROVALS ............................................................................................................................................................................. 1

PART “A” MANAGEMENT ............................................................................................................................................................. 4

INTRODUCTION .......................................................................................................................................................................................... 4

1. Preface .................................................................................................................................................. 4

2. Philosophy & Mission Statement ....................................................................................................... 4

3. Acronyms and Definitions................................................................................................................... 4

SAFETY AND OPERATIONS MANAGEMENT ...................................................................................................................................................... 16

1. Protection of Rights and Privacy...................................................................................................... 16

2. Administration.................................................................................................................................... 18

3. Safety .................................................................................................................................................. 22

TRAINING ................................................................................................................................................................................................ 30

1. Objective ............................................................................................................................................. 30

2. Instructors .......................................................................................................................................... 30

3. Training Plans .................................................................................................................................... 31

4. Initial Training .................................................................................................................................... 31

5. Recurrent Training ............................................................................................................................. 32

6. Miscellaneous .................................................................................................................................... 32

PART “B” OPERATING PROCEDURES .............................................................................................................................................. 33

FLIGHT PLANNING/PREPARATION ................................................................................................................................................................. 33

1. Request for UAS support: ................................................................................................................. 33

2. Project planning (in company).......................................................................................................... 34

3. Call-out procedure ............................................................................................................................. 35

4. Deployment Priorities ........................................................................................................................ 36

5. Advance weather check .................................................................................................................... 36

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 6. Site survey .......................................................................................................................................... 36

ON SITE AND PRE-FLIGHT PROCEDURES ......................................................................................................................................................... 37

1. Selection of operating area and alternate landing areas ................................................................ 37

2. Weather............................................................................................................................................... 37

3. Aircraft Inspections ........................................................................................................................... 37

4. Documentation ................................................................................................................................... 37

5. Observer/Crew briefing ..................................................................................................................... 38

6. Planning .............................................................................................................................................. 38

7. Checklists ........................................................................................................................................... 39

FLIGHT PROCEDURES ................................................................................................................................................................................. 39

1. Start-up procedures.............................................................................. Error! Bookmark not defined.

2. Take-off procedure ............................................................................... Error! Bookmark not defined.

3. Flight procedures............................................................................................................................... 58

4. Landing procedures ............................................................................. Error! Bookmark not defined.

5. Shut-down procedures ......................................................................... Error! Bookmark not defined.

6. Post-flight procedures .......................................................................... Error! Bookmark not defined.

EMERGENCY PROCEDURES ......................................................................................................................................................................... 61

1. Total loss of aircraft power .................................................................. Error! Bookmark not defined.

3. Airspace Encroachment ....................................................................... Error! Bookmark not defined.

4. Loss of control of the aircraft including sustained and transient loss of controlError! Bookmark not defined.

5. Erratic aircraft behavior, including sustained and transient erratic behaviorError! Bookmark not defined.

6. Aircraft fly-away .................................................................................... Error! Bookmark not defined.

7. Bird strikes ............................................................................................ Error! Bookmark not defined.

8. Fixed object strikes .............................................................................. Error! Bookmark not defined.

9. Outside interference with flight crew. ................................................. Error! Bookmark not defined.

10. Nearby or collocated emergency response activities ................... Error! Bookmark not defined.

PART “C” CHECKLISTS ................................................................................................................................................................ 67

1. GENERAL SAFETY REQUIREMENTS AND WARNINGS ................................................................. 67

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 2. EQUIPMENT / UAV / DRONE MONTHLY INSPECTION .................................................................... 68

3. MISSION PLANNING .......................................................................................................................... 69

4. AREA & ENVIRONMENT (FOR SITE EVAULATIONS PRIOR TO MISSION) ................................... 69

5. PUBLIC AWARENESS ....................................................................................................................... 70

6. PRE-FLIGHT / RUN-UP ...................................................................................................................... 70

7. IN-FLIGHT ........................................................................................................................................... 72

8. POST-FLIGHT (ONSITE) .................................................................................................................... 73

9. FLIGHT LOGS ..................................................................................................................................... 73

10. POST-FLIGHT (REPORTING REQUIREMENTS) .......................................................................... 73

11. EQUIPMENT STORAGE AND BATTERY HANDLING .................................................................. 74

12. DATA HANDLING ........................................................................................................................... 74

PARD “D” REFERENCES ............................................................................................................................................................... 75

PART “A” MANAGEMENT

INTRODUCTION

1. Preface
The following procedures are intended to promote safe, efficient and lawful operation of MARS small
unmanned aircraft systems (sUAS). Safety, above all else, is the primary concern in each operation,
regardless of the nature of the mission. The UAS operator will use UAS commercially, in accordance
with the operating procedures detailed in this operation manual and the permission for operations
issued by the company.

2. Philosophy & Mission Statement

It shall be the mission of those personnel of MARS who are trained in the use of unmanned aircraft
systems (sUAS), to use this resource to help the operator to safely fly and land the UAS. The operations
have to be under the direction and control of licensed MARS pilot. Missions that the operator will face
may include auto missions, manual flights, and training programs. It shall be the intent of every Pilot in
Command to make reasonable efforts to not invade a person's reasonable expectation of privacy when
operating the sUAS. When operating the sUAS, MARS operators abide by all company Regulations for
flight and receive the proper authorization for flight.

3. Acronyms and Definitions

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The following terms are defined as they apply to unmanned aerial system flight operations.
Absolute Ceiling: Maximum height at which a particular airplane can operate.)
Acrobatic Flight: Maneuvers a pilot intentionally performs, involving abrupt altitude change and
abnormal attitude or acceleration.
Aerial Work: Means an aircraft operation in which an aircraft is used for specialized services such as
agriculture, construction, photography, surveying, observation and patrol search and rescue, aerial
advertisement, etc.
Aircraft: Any contrivance now known or hereafter invented, used, or designed for navigation of or flight
in the air.
Airport: Defined area on land or water, including any buildings and installations, normally used for
aircraft takeoff, parking, and landing.
Airport Advisory Area: Area within 5 statute miles of an uncontrolled airport where a flight service
station is located.
Airspeed: The speed of an aircraft relative to the air
Airworthy: Aircraft status indicating that it is suitable for safe flight
Alert Area: Alert areas are depicted on aeronautical charts to inform nonparticipating pilots of areas
that may contain a high volume of pilot training or an unusual type of aerial activity. Remote pilots in
command should be particularly alert when flying in these areas. All activity within an alert area must
be conducted in accordance with CFRs, without waiver, and pilots of participating aircraft as well as
pilots transiting the area must be equally responsible for collision avoidance. Alert areas contain special
hazards that remote PICs must take into consideration when entering the areas.
Altimeter: Instrument that measures altitude using air pressure change with height, using sealed thin-
walled metallic bellows as its sensitive element
Altitude: Height expressed in units of distance above a reference plane, usually above mean seal level
or ground.
Anemometer: Any instrument for measuring the speed of wind
Attitude: Airplane’s position determined by the inclination of the axes in relation to the horizon.
Autopilot: Units and components used to automatically control the aircraft.
Avionics: Avionics are the electronic systems used on aircraft, artificial satellites, and spacecraft.
Avionic systems include communications, navigation, the display and management of multiple systems,
and the hundreds of systems that are fitted to aircraft to perform individual functions.
Axis: Theoretical line extending through the center of gravity of an airplane in each major plane: these
are the longitudinal, lateral, and vertical axis.
Balance: Condition of the aircraft load relative to the aircraft’s center-of-gravity.
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Buddy-Box System: A two-tier system, with one transmitter operating as the master controller while
a second transmitter is linked or slaved to it allowing dual control of an aircraft. A switch provides
instantaneous transfer of control from one transmitter to the other. This system is a means of achieving
a position transfer of control from one pilot to another.
Category: Describes the certification, ratings, privileges, and limitations of airmen. Examples include
airplane, rotorcraft, glider, and lighter-than-air. Also refers to aircraft based on intended use or operating
limitations. Examples include transport, normal, utility, acrobatic, limited, restricted, and provisional.
Catenary: This wire curve that approximates the natural path of a wire strung between two points.
Thus, the use of “catenary” to describe electric power lines.
Caution: An operating procedure, practice, or condition that may result in damage to equipment if not
carefully observed or followed.
Caution Area: An area of defined dimensions within which the military training activities conducted,
though not hazardous, are of interest to nonparticipating pilots.
Certificate of Waiver (COW) or Certificate of Authorization (COA): A COA is an authorization issued
by the Air Traffic Organization to a public operator for a specific UAS activity. After a complete
application is submitted, CARC conducts a comprehensive operational and technical review. If
necessary, provisions or limitations may be imposed as part of the approval to ensure the UAS can
operate safely with other airspace users. In most cases, CARC will provide a formal response within
60 days from the time a completed application is submitted. To better support the needs of its
customers, CARC deployed a web-based application system. The UAS COA Online System provides
applicants with an electronic method of requesting a COA or COW. Applicants need to obtain an
account to access the online system.
Chart: Graphic representation of a section of the earth’s surface specifically designed for navigational
purposes (also called a map).
Checklist: List of items requiring the airman’s attention for various flight operations.
Checkpoint: Geographical reference point used for checking the position of an aircraft in flight. As
generally used, it is a well-defined reference point easily seen. Its exact position is known or plotted on
the navigational chart and was selected in pre-flight planning for use in checking aircraft position in
flight.
Civil aircraft: an aircraft except a public aircraft.
Class “G” Airspace: This class of airspace is uncontrolled airspace is mostly used for a small layer of
airspace near the ground, but there are larger areas of Class G airspace in remote regions of US flight
operations may be conducted under instrument flight rules or visual flight rules (VFRs). Air traffic control
has no authority, but VFR minimums are to be known by pilots. Traffic information may be given as far
as is practical in respect of other flights. Note: The United States does not use the International Civil
Aviation Organization Class F airspace designation.

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Class of Aircraft: Classification of aircraft within a category, differentiating between single engine and
multi-engine and land and water configurations.
Clearance (instrument flight rules): Authorization to follow a specified flight outline. Clearances are
issued by the control agency within which the flight will operate and are used to prevent collisions
between aircraft.
Cloud: A visible cluster of minute water and/or ice particles existing in the atmosphere.
Compass: An instrument which indicates direction, measured clockwise from magnetic north.
Command and Control Link: Means the data link between the UAS and the control station for the
purposes of managing the flight. Note: These links are the wireless means of connecting one location
to another for the purpose of transmitting or receiving data.
Control Station: An interface used by the remote pilot in command or the person manipulating the
controls to control the flight path of the sUAS.
Controlled Airspace: This airspace of defined dimensions within which air traffic control services are
provided. The level of control varies with different classes of airspace. Controlled airspace usually
imposes higher weather minimums than are applicable in uncontrolled airspace. It is the opposite of
uncontrolled airspace.
Course: Direction toward the destination as charted. A true course is measured from true north;
magnetic course is measured from magnetic north.
Crew Member: Means a person assigned to duties essential to the operation of the unmanned air
vehicle system during flight time.
Crosswind: A wind blowing across the line of flight of an aircraft.
Danger Area: A specified area within or over which there may exist activities constituting a potential
danger to aircraft.
Danger Tree: Any tree on or off the right of way that could contact electric supply lines.
Daylight Operations: Part 107 prohibits operation of a sUAS at night, which is defined in part 1 as the
time between the end of evening civil twilight and the beginning of morning civil twilight, as published
in the Air Almanac, converted to local time. In the continental United States, evening civil twilight is the
period of sunset until 30 min after sunset and morning civil twilight is the period of 30 min before sunrise
until sunrise. In Alaska, the definition of civil twilight differs and is described in the Air Almanac. The Air
Almanac provides tables which are used to determine sunrise and sunset at various latitudes.
Drag: The force opposing the movement of the airplane through the air. Induced drag—the part of the
total drag on an airplane produced by the flow of air over lifting surfaces. Parasite drag—drag produced
by attachments to the aircraft and no-lift devices such as landing gear and struts.
Drift: Defection of an airplane from its intended course by action of the wind.
Final Approach: A flight path of a landing aircraft in the direction of landing.
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First-Person View (FPV): Also known as remote-person view or simply video piloting, FPV is a method
used to control a radio-controlled vehicle from the driver’s or remote pilot in command’s viewpoint. Most
commonly it is used to pilot a radio-controlled aircraft or other type of UAS. The vehicle is either driven
or piloted remotely from a first-person perspective via an onboard camera, fed wirelessly to video FPV
goggles or a video monitor. More sophisticated setups include a pan-and-tilt gimbaled camera
controlled by a gyroscope sensor in the pilot’s goggles, and with dual onboard cameras enabling a true
stereoscopic view.
Flare Out: To level off just above the landing area by decreasing the rate of decent and airspeed.
Flight Control Surface: Aircraft flight control surfaces allow a remote pilot in command to adjust and
control the aircraft’s flight attitude. The development of effective flight controls is what allowed stable
flight.
Flight Envelope: In aerodynamics, the flight envelope, service envelope, or performance envelope of
an aircraft refers to the capabilities of a design in terms of airspeed and load factor or altitude. The term
is somewhat loosely applied and can also refer to other measurements such as maneuverability. When
a plane is pushed, for instance by diving it at high speeds, it is said to be flown “outside the envelope,”
something considered rather dangerous.
Flight Plan: Specified information relating to the intended flight of an aircraft that is filed orally or in
writing.
Flight Termination System: Means the system that, upon initiation, terminates the flight of a UAS in
a manner so as not to cause significant damage to property or severe injury to persons on the ground.
Flight Time: The time from the moment the aircraft first moves under its own power for the purpose of
flight until the moment it comes to rest at the next point of landing.
Fly-away: Means an interruption or loss of the Command and Control link where the pilot is unable to
affect control of the aircraft and the aircraft is longer following its preprogrammed procedures resulting
in the UAS not operating in a predictable or planned manner.
Glide: Sustained forward flight in which speed is maintained only by the loss of altitude.
Gross Weight: The total weight of the UAS ready for flight. This weight consists of aircraft basic empty
weight, fuel, cargo, and removable equipment.
Ground Speed: The speed of the aircraft relative to the ground.
Handover: Means the act of passing pilot-in-command responsibilities from one control station or pilot
to another.
Hazard Tree: A structurally unsound tree that could strike electric supply lines when it fails.
Heading: The direction in which the nose of the airplane points during flight. Corrections made to
compensate for wind will cause differences to arise between track and heading. If no change is made
in heading to compensate for wind, differences will arise between track and course as the aircraft drifts.

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In-Flight Emergency: An in-flight emergency is an unexpected and unforeseen serious occurrence or
situation that requires urgent, prompt action. In case of an in-flight emergency, the remote pilot in
command (PIC) is permitted to deviate from any rule of Part 107 to the extent necessary to respond to
that emergency. A remote PIC who exercises this emergency power to deviate from the rules of Part
107 is required, upon CARC request, to send a written report to the CARC explaining the deviation.
Emergency action should be taken in such a way as to minimize injury or damage to property.
IFR Conditions: Weather conditions below the minimum prescribed for flight under visual flight rules.
Inertial Measurement Unit: An electronic device that measures and reports a body’s specific force,
angular rate, and sometimes the magnetic field surrounding the body using a combination of
accelerometers and gyroscopes and sometimes also magnetometers. Inertial measurement units are
typically used to maneuver aircraft, including unmanned aerial systems (UASs).
Instrument Flight Rules: When weather conditions are below the minimums prescribed for visual
meteorological conditions, pilots must fly in accordance with instrument flight rules (IFRs). Pilots may
elect to fly an IFR flight plan during visual flight rule conditions.
International Civil Aviation Organization (ICAO): An international body in the field of aeronautics.
ICAO standards and recommended practices are not binding final decision rest with the sovereign
state.
Knot: A unit of speed equal to 1 NM per hour.
Landing: The act of terminating flight and bringing an airplane to rest.
Landing area: a place on land or water, including an airport or intermediate landing field, used, or
intended to be used, for the takeoff and landing of aircraft, even when facilities are not provided for
sheltering, servicing, or repairing aircraft, or for receiving or discharging passengers or cargo
Landing Gear: The under structure which supports the weight of the stationary airplane.
Log: To make a flight-by-flight record of all operations of an airplane, engine, or remote PIC, listing
flight time, area of operation, and other pertinent information.
Lost Link: Means the loss of Command and Control link contact with the unmanned air vehicle such
that the pilot can no longer manage the aircraft's flight. In this eventuality, many UASs will automatically
initiate return-to-base profiles.
Low Frequency: A frequency in the 30–300 kHz band normally received by an automatic direction
finder navigation radio.
Magnetic Course: The true course or track, corrected for magnetic variation between two points on
the surface of the earth.
Maneuvering Speed: Maximum speed at which the flight controls can be fully deflected without
damage to the aircraft structure. It may be found in the airplane flight manual and is useful for guidance
in performing flight maneuvers, or normal operations in severe turbulence.

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Maximum Gross Weight: The maximum weight authorized by CARC for operation of the aircraft.
May: “May” and “need not” mean procedure is optional.
Mean Sea Level (MSL): The average level of the sea; used to compute barometric pressure to
determine altitude.
Military Operations Area (MOA): According to CARC, a MOA is “airspace established outside Class
A airspace to separate or segregate certain nonhazardous military activities from instrument flight rule
traffic and to identify for visual flight rule traffic where these activities are conducted.” Similar structures
exist under international flight standards. These are designed for routine training or testing maneuvers.
Areas near actual combat or other military emergencies are generally designated as restricted airspace.
Mission Payload Operator (MPO): Supports UAS flight operations by performing duties as an MPO
for a particular academic, industrial, or technical area. Controls high priority UAS mission intelligence
collection sensors. Controls and manages data as required. The MPO is responsible for assisting the
remote pilot in command in coordinating ground and flight operations including mission planning,
execution, and debriefing; safe operation of the aircraft; aircrew resource management; and customer
coordination and coordination with the public. An MPO may also be referred to as a sensor operator.
Model Aircraft: A UAS that is (1) capable of sustained flight in the atmosphere, (2) flown within visual
line of sight of the person operating the aircraft, and (3) flown for hobby or recreational purposes.
Nautical Mile (NM): Unit of distance used in navigation, equaling 6,080 ft; the minimum length of one
minute of longitude on the equator; about one minute of latitude; 1.15 statute miles.
Navigation Light: Any one of a group of lights mounted on an aircraft to make its dimensions, position,
and direction of motion visible at night or during poor visibility.
Note: An operating procedure, practice, or condition that must be emphasized.
Obstruction Light: A light, or a group of lights, usually red, mounted on a surface structure or natural
terrain to warn pilots of the presence of a flight hazard.
Operational Risk Management (ORM): ORM is defined as a continual cyclic process which includes
risk assessment, risk decision making, and implementation of risk controls, which results in acceptance,
mitigation, or avoidance of risk. ORM is the oversight of operational risk, including the risk of loss
resulting from inadequate or failed internal processes and systems; human factors; or external events.
Operator: In respect of an aircraft, means the person that has possession of the aircraft or the UAS
system, as owner, lessee or otherwise.
Owner: In respect of an aircraft, means the person who has legal custody and control of the aircraft.
Park Flyer: “The term ‘park flyer’ denotes a class of small, primarily electric-powered, radio-controlled
aircraft, so named because their size enables some of them to be operated within the confines of a
large public park. Some are slow and docile enough to fly within an enclosed area such as a
gymnasium, or even a living room, while others require the open space needed for larger models due

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to size and/or speed. Because of their size and relative ease of setup, ready-to-fly park flyers are among
the most popular class of remote-control aircraft for beginners and advanced pilots alike.”
Payload: Means all elements of the aircraft that are not necessary for flight but are carried for the
purpose of fulfilling specific mission objectives. This may include subsystems such as intelligence and
surveillance assets, communication relay equipment, sensors, cargo, and cameras.
Person Manipulating the Controls: A person other than the remote pilot in command (PIC) who is
controlling the flight of a UAS under the supervision of the remote PIC.
Pilot: A person holding a valid pilot certificate issued by the CARC.
Pilotage: Navigation by visual reference to landmarks.
Pitch: The blade angle of a propeller. Also, the movement of an aircraft about its lateral axis.
Positive Control: Control of all air traffic, within designated airspace, by air traffic control.
Prohibited Airspace: “Refers to an area (volume) of airspace within which flight of aircraft is not
allowed, usually due to security concerns. It is one of many types of special use airspace designations
and is depicted on aeronautical charts with the letter “P” followed by a serial number. It differs from
restricted airspace in that entry is always typically forbidden from all aircraft and is not subject to
clearance from air traffic control or the airspace’s controlling body. According to CARC, “Prohibited
areas contain airspace of defined dimensions identified by an area on the surface of the earth within
which the flight of aircraft is prohibited. Such areas are established for security or other reasons
associated with the national welfare. These areas are published in the Federal Register and are
depicted on aeronautical charts.” Some prohibited airspace may be supplemented via NOTAMs. . . .
Aircraft violating or about to violate prohibited airspace will often be warned beforehand on 121.5 MHz,
the emergency frequency for aircraft.”
Propeller: Device for propelling an aircraft, with blades mounted on an engine-driven shaft that, when
rotated, produces a thrust approximately perpendicular to its plane of rotation.
Radio Line of Sight: Means the limit of direct point-to-point contact between a transmitter and a
receiver given the equipment being used and the prevailing conditions.
Range Maximum: Maximum distance a given aircraft can cover under given conditions by flying at the
most economical speed and altitude at all states of the flight.
Ready to Fly: Ready-to-fly (RTF) model airplanes come preassembled and usually only require wing
attachment or other basic assembly. Typically, everything that is needed is provided, including the
transmitter, receiver, and battery. RTF airplanes can be up in the air in just a few minutes and have all
but eliminated assembly time (at the expense of the aircraft model’s configuration options.)
Recovery: Means the phase of a UAS flight that involves the return of an aircraft to the ground or to
base.
Remote Pilot in Command (Remote PIC or Remote Pilot): A person who holds a remote pilot
certificate with a sUAS rating and has the final authority and responsibility for the operation and safety
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of a sUAS under Part 107. The remote PIC is responsible for coordinating ground and flight operations
including mission planning, execution, and debriefing; safe operation of the aircraft; aircrew resource
management; along with customer coordination and coordination with the public.
Restricted Airspace: Restricted airspace is an area (volume) of airspace typically used by the military
in which the local controlling authorities have determined that air traffic must be restricted (if not
continually prohibited) for safety or security concerns. It is one of many types of SUA designations and
is depicted on aeronautical charts with the letter “R” followed by a serial number. According to the
CARC: “Restricted areas denote the existence of unusual, often invisible, hazards to aircraft such as
artillery firing, aerial gunnery, or guided missiles. Penetration of restricted areas without authorization
from the using or controlling agency may be extremely hazardous to the aircraft and its occupants.”
Restricted airspace zones may not be active (“hot”) at all times; in such cases there are typically
schedules of local dates and times available to aviators specifying when the zone is active, and at other
times, the airspace is subject to normal visual flight rule/instrument flight rule operation for the
applicable airspace class.
Rhomb Line: Line drawn on a chart between points for navigational purposes. In practice, it is the line
on the map which the pilot attempts to follow.
Roll: Movement of an aircraft about its longitudinal axis.
Rotary Wing: A rotorcraft, or rotary-wing aircraft, is a heavier-than-air flying machine that uses lift
generated by wings, called rotary wings or rotor blades, that revolve around a mast. Several rotor
blades mounted on a single mast are referred to as a rotor. Rotorcraft generally include those aircraft
where one or more rotors are required to provide lift throughout the entire flight.
Route: Defined path, consisting of one or more courses, which an aircraft traverses in a horizontal
plane over the surface of the earth.
Runway: Strip, either paved or improved, on which takeoffs and landings are affected.
Separation: In air traffic control, the spacing of aircraft to achieve safe and orderly movement in flight
and while landing and taking off.
Shall: Means a procedure that is mandatory.
Should: Means a procedure that is recommended.
Situational Awareness: Situational awareness is the perception of environmental elements with
respect to time or space, the comprehension of their meaning, and the projection of their status after
some variable such as time or a predetermined event has changed. It is also a field of study concerned
with understanding the environment critical to decision makers in complex, dynamic areas from
aviation, air traffic control, ship navigation, power plant operations, military command and control, and
emergency services such as fire-fighting and policing to more ordinary but nevertheless complex tasks
such as driving an automobile or riding a bicycle.
Slant Range: The line-of-sight distance between two points not at the same elevation.

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Small Unmanned Aircraft: An aerial vehicle weighing less than 55 lb., including everything that is
onboard or otherwise attached to the aircraft, that can be flown without the possibility of direct human
intervention from within or on the aircraft.
Small Unmanned Aerial System: A small unmanned aircraft (sUAS) and the associated elements
(including communication links and the components that control the sUA) that are required for the safe
and efficient operation of the sUAS in the National Airspace System.
Special Use Airspace: “An area designated for operations of a nature such that limitations may be
imposed on aircraft not participating in those operations. Often these operations are of a military nature.
The designation of ‘SUA’ identifies for other users the areas where such activity occurs, provides for
segregation of that activity from other users, and allows charting to keep airspace users informed of
potential hazards. Most SUAs are depicted on aeronautical charts, and CARC maintains a page
showing the current status of most SUAs. . .. Flights within restricted areas are only allowed with specific
CARC clearance and may be subject to restrictions, while in prohibited areas flights are forbidden
except in emergency situations. Flying in military operations areas or ‘Warning Areas’ is allowed by
nonmilitary aircraft without clearance but can be hazardous.”
Special Visual Flight Rule (VFR) Conditions (special VFR minimum weather conditions): Weather
conditions which are less than basic VFR weather conditions and which permit flight under VFRs in a
control zone.
Spin: Prolonged stall in which an airplane rotates about its center of gravity while it descends, usually
with its nose well down.
Spiral: Prolonged gliding or climbing turn during which at least 360° change of direction is affected.
Stability: Tendency of an airplane in flight to remain in straight, level, upright flight, or to return to this
attitude if displaced, without attention of the pilot.
Stall: Flight maneuver or condition caused by an excessive angle of attack, which the air passing over
and under the wings stops providing enough lift to hold the aircraft aloft.
Statute Mile: 5,280 ft or 0.867 NM.
Subject Matter Expert (SME): Supports UAS flight operations by performing duties as an SME for a
academic, industrial, or technical area. The SME assists in the technical aspects of UAS mission
operation and collection (e.g., sensor work). The SME is responsible for assisting the remote pilot in
command in coordinating ground and flight operations including mission planning, execution, and
debriefing; safe operation of the aircraft; aircrew resource management; along with customer
coordination and coordination with the public.
Temporary Flight Restriction (TFR): A TFR is a geographically limited, short-term, airspace
restriction, typically in the United States. TFRs often encompass major sporting events, natural disaster
areas, air shows, space launches, and presidential movements. Before the September 11, 2001,
attacks, most TFRs were in the interest of safety to flying aircraft, with occasional small restrictions for
presidential movements. Since the September 11 attacks, TFRs have been routinely used to restrict

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airspace for 30 NM around the president, with a 10 NM (20 km) radius no-fly zone for nonscheduled
flights. They are also available to other important people such as presidential and vice-presidential
candidates. The responsibility for screening requests for TFRs and for subsequently granting or
denying them lies with the CARC Office of System Operations Security.
Thrust: Forward force on an airplane in the air provided by the engine.
Track: Flight path made good over the ground by an aircraft. A track may be called a course when in
reference to the charted route and is described in terms of direction from north.
Transponder: Airborne radar beacon receiver-transmitter which receives radio signals from all
interrogators on the ground and selectively replies with specific radio wave pulses to only those
interrogations being received on the specific radio frequencies to which it is set to respond.
True Altitude: The altitude above mean sea level.
Turbulence: Irregular motion of the atmosphere produced when air flows over a comparatively uneven
surface, such as the surface of the earth, or when two currents of air flow past or over each other in
different directions or at different speeds.
Uncontrolled Airspace: Airspace where an air traffic control service is not deemed necessary or
cannot be provided for practical reasons. According to the airspace classes set by the International
Civil Aviation Organization, both class F and class G airspace are uncontrolled. It is the opposite of
controlled airspace. Air traffic control does not exercise any executive authority in uncontrolled airspace
but may provide basic information services to aircraft in radio contact. Flight in uncontrolled airspace
will typically be under visual flight rules. Aircraft operating under instrument flight rules should not expect
separation from other traffic: however, in certain uncontrolled airspace, this might be provided on an
'as far as is practical' advisory basis.
Unmanned Aircraft: An aircraft operated without the possibility of direct human intervention from within
or on the aircraft.
Useful Load: In airplanes, the difference, in pounds, between the empty weight and the maximum
authorized gross weight.
Utility Forest: Consists of the land base supporting tree species that could now, or in the future,
interfere with safe, reliable electric service.
Vegetation Management: A broad term that includes tree pruning; brush removal through the use of
power saws and mowers; the judicious use of herbicides and tree growth regulators; hazard tree
identification and removal; the implementation of strategies to minimize the establishment of
incompatible species under and near power lines; and the control of weeds.
Very High Frequency: Frequency band from 30 to 300 MHz
Visibility: In weather observing practice, the greatest distance in a given direction at which it is possible
to see and identify with the unaided eye (or the instrumentally determined equivalent) prominent

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unlighted objects by day and prominent lighted objects at night. For weather observing purposes,
visibility is categorized as flight visibility, ground visibility, or runway visual range.
Visual Flight Rules for UASs: When weather conditions are above the minimums prescribed for visual
meteorological conditions, remote PICs may fly with visual reference to the UAS and other structures
without continuous referral to other visual or locating aids.
Visual Meteorological Conditions (VMCs): VMCs refers to an aviation flight category in which visual
flight rules flight is permitted—that is, conditions in which remote pilots in command have sufficient
visibility to fly the aircraft maintaining visual separation from terrain and other aircraft. They are the
opposite of instrument meteorological conditions (IMCs). The boundary criteria between IMCs and
VMCs are known as the VMC minima and are defined by visibility, cloud ceilings (for takeoffs and
landings), and cloud clearances.
Visual Observer (VO): A person acting as a flight crew member who assists the remote pilot in
command (PIC) and the person manipulating the controls to see and avoid other air traffic or objects
aloft or on the ground. The VO is responsible for supporting the remote PIC in coordinating ground and
flight operations including mission planning, execution, and debriefing; safe operation of the aircraft;
aircrew resource management; along with customer coordination and coordination with the public. A
VO is sometimes referred to as a “Spotter.”
Warning: An operating procedure, practice, or condition that may result in injury or death if not carefully
observed or followed.
Warning Areas: A warning area is airspace of defined dimensions, extending from 3 NM outward from
the coast of the United States that contains activity that may be hazardous to nonparticipating aircraft.
The purpose of such warning areas is to warn nonparticipating remote PICs of the potential danger. A
warning area may be located over domestic or international waters or both.
Waypoint: An intermediate point on a route or line of travel.
Weather Depiction Chart: Weather analysis, portraying areas of precipitation and obstructions to
vision, cloud cover, and cloud heights.
Wind Shear: The change of either wind speed or direction or both, in any direction, conventionally
expressed as vertical wind shear or horizontal wind shear.
Windsock: Fabric sleeve, mounted aloft at and airport or operating area used to estimate wind direction
and velocity.
Will: Indicates futurity and never indicates any degree of requirement for application of a procedure.
Yaw: To turn about the vertical axis. An airplane is said to yaw as the nose turns without the
accompanying appropriate bank.

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SAFETY AND OPERATIONS MANAGEMENT

1. Protection of Rights and Privacy

1.1 Privacy
UAS operators and observers ensure the protection of private individuals rights, civil rights and
reasonable expectations of privacy before deploying the UAS. UAS operators and observers ensure
and are held accountable for ensuring that operations of the UAS intrude to a minimal extent upon
the private property, persons and businesses. To accomplish this primary goal, MARS observes the
following:

1. MARS UAS will record video and still pictures (no audio) of features on the ground that relate
to public property and City owned assets. Any data captured outside the focus of flight
operations is unintentional or only as necessary due to the proximity to public property or City
owned assets.
2. When the UAS is flown, the onboard cameras are turned to be facing away from occupied
structures, etc. as much as practicable to minimize inadvertent video or still images of
uninvolved persons or property.
3. When asked by a member of the public to delete personal data about him or her that has
been gathered, do so, if possible.
4. All MARS UAS flights shall be conducted with camera check to verify the positioning of the
camera if any concerns are raised by the public.
5. Hovering over private property shall be kept to a minimum or only as necessary to accomplish
the goal of an individual flight operation.
6. Flight over private property shall be conducted a minimum of 30 feet away in any direction
from any structures or people, and wherever practical well above the roofline of any privately
owned structures.
7. Whenever possible, the UAS crew should divert cameras from occupied structures and
uninvolved persons to minimize inadvertent, unapproved data collection.
8. If a location is planned to be flown frequently for monitoring purposes (e.g. construction or
hazard monitoring), owners of adjacent private property shall be notified in writing of the
stated purpose of the flights, frequency, altitude, hours of operation, start/stop dates,
where/how to address complaints/concerns, and MARS privacy policy for UAS operations.
9. All authorized missions for MARS UAS are for:
a. Surveying and mapping.
b. Inspection.
c. Presentation purposes.
d. Training.
e. MARS special operations.
10. All data gathered will be reviewed for any inadvertent intrusion to privacy. If found, reasonable
efforts will be made to ensure that such information will be permanently masked or obscured
within the data files prior to the release of photos or video internally within MARS, other
related agencies, or to the public. There is no intention of MARS to provide or release data
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 to any law enforcement agency, unless specifically ordered to do so by a legal and valid court
order.
11. A committee shall be formed to meet semi-annually for the purpose of reviewing the existing
UAS procedures as well as new technologies, laws, and regulations on UAS usage. The
committee shall consist of personnel from MARS.
12. Ad hoc unplanned operations should never be conducted except for emergency response to
manmade/natural disasters as authorized by the agencies; if used, the application of the UAS
emergency response work shall be tightly controlled and regulated.
13. MARS UAS operate strictly within the UAS laws and regulations. If in doubt, prior to operating
the UAS we ensure that the proper forms and applications are applied for and obtained. We
balance all operations with the need to accomplish the mission while maintaining public
privacy and freedom from intrusion.
14. Public Relations. Any UAS flight open to misinterpretation by the public should be avoided.

1.2 Protection/Annoyance

It is essential that MARS build a reputation for well-managed, minimally intrusive UAS use. A
reputation of professionalism will support future, more complex applications of this new industrial
tool. Any adverse incidents such as unprofessional and unsafe use have the potential to
jeopardize the public trust, thus hindering future expansion of the far-reaching UAS capabilities.
The following list of privacy and UAS etiquette best practices should be considered when
operating UAS.

• Aircraft Noise Abatement. UAS noise could create a public relations problem.
Operators should review their operating practices on a continuing basis with a view
toward minimizing this nuisance to the public.
• Prohibited Operation Over Persons. Part 107 prohibits a person from flying a UAS
directly over a person who is not under a safe cover such as a protective structure or
a stationary vehicle that would protect the person from harm from the UAS.

Protecting the public from harm if the UAS were to crash into a person, structure or vehicle is
the primary concern of the UAS flight crew. However, a UAS may be flown over a person who
is directly participating in the operation of the UAS, such as the remote PIC (Pilot In Charge),
other persons manipulating the controls, a VO (Visual Observer), a MPO (Mission payload
operator), or crew members necessary for the safety of the UAS operation, as assigned and
briefed by the remote PIC. There are several ways that the UAS remote PIC can comply with
these requirements, including the following:

❖ If possible, selecting an operational area (site) that is clearly unpopulated/uninhabited.

If selecting a site that is populated/inhabited, the PIC should have a plan of action that
ensures persons remain clear of the operating area, remain indoors, or remain under

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 safe cover that would protect them from harm until such time as the UAS flight has
ended.
❖ Established an operational area that the remote PIC has taken reasonable
precautions to keep free of persons not directly participating in the operation of the
UAS.
❖ Choosing an operating area that is sparsely populated or, ideally, clear of persons if
operating sUAS from a moving vehicle.
❖ Having a plan of action that ensures the sUAS remains clear of persons who may
enter the operating area.
❖ Adopting an appropriate operating distance from persons not directly participating in
the operation of the sUAS.

➢ Prohibited Maneuvers. The following maneuvers should be prohibited when flying in support of
commercial energy companies.
• Maneuvers solely for “thrill” purposes or in an adverse nature.
• Flying directly over a substation
• Flying within 30 ft. of energized power lines

In Summary, all UAS operators and assigned crew members should make every reasonable
effort not to invade the public’s privacy in the execution of UAS work. All regulations should be
adhered to, and as required, the public should be notified before UAS operations.

1.3 Public Notification

Landowners and associated parties are provided reasonable accommodations when

necessitated by the specifics of the of ongoing and repeated UAS flight operations through
adequate prior notification, which may include the following:

1. For all UAS operations being conducted in an area, provide a written notice addressing
specifics, including intended takeoff and landing zones, few days before the flight(s).
2. For all UAS flights being conducted near airports or other airborne operating area: Never fly
within 10 miles of an airport without contacting airport authorities and the airport’s traffic
control facility. If this area is to be entered for UAS flight operations; the airport authorizes
must be contacted before flight operations.

2. Administration
2.1 Operations Manual
1. The policies and procedures contained in this manual are issued by MARS. As such it is
an official policy document of MARS.

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 2. This manual is not intended to be all-inclusive, but as a supplement to other MARS
guidelines, UAS regulations, pre-flight safety checklists, aircraft manufacturers' approved
flight manual, etc.
3. This manual is been written to address UAS operations as they existed when it was
drafted. Equipment, personnel, certifications, environment (internal and external), etc.,
change over time. The management of change involves a systematic approach to
monitoring organizational change and is a critical part of the risk management process.
Given this, it is essential that this manual be continually updated as necessary. The entire
manual must be reviewed, at a minimum, annually or any time MARS or UAS issues a
new advisory or new regulations to assure it is up to date. Any changes to the manual
will be communicated as currently dictated by MARS policy.
4. A copy of the manual (electronic and/or paper) is issued to every person having UAS
responsibilities.

2.2 Organization
The organizational structure of the UAS Operation is:
➢ Management
➢ Head of MARS Sensing Department (UAS coordinator)
➢ Flight Crew (Field):
• Operation Manager (OM) OR UAS Operator
• Pilot In Command (PIC) Part 107 certificate holder
• Visual Observer (VO)
• Technician and safety Officer
The person manipulating the flight control, Visual Observer and Pilot can change positions as
long as a Part 107 Certificate Holder is present on the Flight Crew:

1. The UAS Flight crew is comprised of those personnel approved by MARS and includes a
Part 107 Certified Remote Pilots (PIC), Operation Manager. Both technician and Visual
Observers (VO) and others as deemed necessary to be assigned as part of the UAS Flight
crew.
2. Assignment to the UAS crew is by careful selection and by the appropriate MARS staff from
specially trained MARS employees with knowledge of the airspace within which the UAS
operation will take place and how that airspace fits into the National Airspace System (NAS).
3. There will always be a minimum of two flight crew members (PIC and at least one VO)
required for any mission to be flown. This is a mandatory requirement.

2.3 Personnel
1. The UAS coordinator is responsible for the overall direction and performance of the UAS unit
and exercises command and control over it.
2. UAS coordinator Responsibilities:
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 a. Maintaining all training, flight and maintenance records for each operator and observer
as well as individual airframes.
b. Maintain contact with the regulations as they change.
c. Prepare operation documents and permissions.
3. UAS coordinator is not required to be Part 107 Certified Remote Pilot. However, if the UAS
coordinator is not so certified, duties and responsibilities that require such certification MUST
be delegated to or overseen by the most qualified MARS staff that is so certified, usually the
senior remote pilot in command (PIC).
4. The senior PIC would be required to be the point of contact between the CARC and MARS.
The senior PIC should also be required to stay up to date on UAS regulations as they change,
evaluate airframes based on present and future mission needs, stay current on UAS
technology, assist with training, etc.
5. Remote Pilot in Command (RPIC):
The minimal requirements for the Remote Pilot in Command (RPIC) are:
• A Remote Pilot Certificate (14 CFR Part 107).
• Qualifying hours must be obtained independently for each type of flight mode: manual
or autonomous.
o The RPIC is only allowed to fly in the mode in which qualifying hours have been
achieved.
o Qualifying hours under one flight mode cannot be used to achieve qualification
for operation under the other mode.
• A minimal of five qualifying hours of flight time for operation of a rotary-wing aircraft.
A minimal of 20 takeoff and landings for operation of a fixed-wing or hybrid aircraft. In
addition, for fixed wing and hybrid aircraft the aircraft must reach a minimal altitude of
50 feet above ground level (AGL) and must reach its cruising airspeed for each of the
20 take-off and landing cycles.
o Qualifying hours should be flown in Class G airspace.
o Qualifying hours are required before any flight operations can be conducted in
Class B, C, and D airspace or Class E airspace that starts at ground level.
o Qualifying hours can be obtained during actual flight missions used to collect
data.
• Familiarity with the specific UAS being operated:
o Requires understanding and following of the manufacturer’s instructions and
manuals for flight operation and maintenance.
o Requires understanding of the flight dynamics of the UAS type (e.g., rotary-
wing, fixed-wing, or hybrid) being operated.
• Currency of operation of the UAS being used
o Requires a minimal of three take-offs and landings of the UAS type (e.g., rotary-
wing, fixed-wing, or hybrid) being used within one month of a project flight.
• Responsibility for and final authority for the flight mission and operation of the aircraft.
o Responsibility for cancelling the flight mission if conditions (weather,
mechanical, airspace, terrain, project, etc.) warrant.

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 o Responsible for ancillary equipment including charged batteries, radios, and
sensors.
o Responsible for fuel consumption checks during the flight mission. The RPIC
will check fuel consumption rate and remaining fuel available at regular
intervals.
• Responsibility for safe conduct of field operations.
o Adherence to the Health & Safety Plan.
o Adherence to the In-Flight Emergency Plan.
o Adherence to the Downed Aircraft Recovery Plan (DARP).
o Ensuring access to a first aid kit and fire extinguisher.
o Ensuring the use of Personal Protective Equipment (PPE) by the flight crew.
• Responsibility for pre-flight inspection of the project area.
o Pre-flight site survey and local orientation of the project site.
o Review of proposed take-off and landing sites.
o Review of proposed secondary landing site.
o Selection of an emergency ditch site.
o Review of any obstacles or hazards missed during flight planning.
• Responsibility for pre-flight briefing and post-flight debriefing.
• Responsibility for pre-flight and post-flight inspection of UAS and ancillary equipment.
o In accordance with the manufacturer’s recommendation.
o Verification that the aircraft is airworthy.
• Responsibility for flight documentation
o Completion of pilot’s logbook entries.
o Completion of aircraft hours logbook for maintenance tracking.
6. Visual Observers (VO)
The minimal requirements for the Visual Observer (VO) are:
• A minimal of five qualifying hours of observation time with the UAS type (e.g., rotary-
wing, fixed-wing, or hybrid) being operated.
o Qualifying hours must be in Class G airspace.
o Required before any observations can be conducted in Class B, C, and D
airspace or Class E airspace that starts at ground level.
o Qualifying hours can be obtained during an actual flight mission to collect data.
• Familiarity with the flight mission being conducted.
• Understanding of the risks involved in UAS field operations.
o Weather factors impacting completion of the flight.
o Hazards including natural hazards (e.g., animals, pests, sun exposure, heat
exposure, etc.) and manmade hazards (traffic, aircraft intrusion, driver
distraction, hostile landowners).
o Intrusion of UAS airspace by manned aircraft Technician and Safety Officer
7. Technician:

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 • Check the aircraft, its airframe, devices and equipment used in the mission before
exiting the company. (inventory check)
• Check the aircraft, its airframe, devices and equipment used in the mission before
exiting the company. (visual check)
• Check the aircraft’s motors and clean them from foreign objects if existed.
• Check the flight control surfaces and other aircraft systems with the operator before
each mission.
• Check the batteries for charging purposes, as well as the transmitter batteries.
• Maintain safety. (safety officer)
• Check camera batteries and charge them.
• Maintain all checklists.
• Prepare the aircraft in the field with the team before the flight.
• Record take-off and landing times, so the flight duration
• Record the voltage values of the batteries
• Record flight issues and the procedures taken
• Record the consumed parts in the field

2.4 Facilities
1. UAS operations are housed and maintained at the Operation Section, MARS Sensing
Department in MARS.
2. Personnel must not leave the designated facility without making sure the MARS UAS
equipment is secured.
3. All personnel are equally responsible for maintaining the facility in a neat, clean and
orderly fashion.

2.5 Scheduling (Training and Proficiency)

1. To facilitate the broad use of the UAS, it shall be made available to all UAS flight crew
members.
2. To maintain a level of proficiency with the UAS, operators are required, as part of their
acceptance into the UAS flight crew, to attend training every two months. Training is
coordinated through the UAS coordinator and announced in advance for scheduling
purposes. At a minimum, training shall consist of a review of preflight checks, take-off
and landing procedures, emergency procedures, UAS crew communication protocols,
and 15 minutes of actual UAS flight time for every UAS crew member.

3. Safety
3.1 Safety Policy
1. MARS is committed to having a safe and healthy workplace, including:

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 a. The ongoing pursuit of an accident free workplace, including no harm to people, no
damage to equipment, the environment and property.
b. A culture of open reporting of all safety hazards in which management will not initiate
disciplinary action against any personnel who, in good faith, disclose a hazard or
safety occurrence due to unintentional conduct.
c. Support for safety training and awareness programs.
d. Conducting regular audits of safety policies, procedures and practices.
e. Monitoring the UAS community to ensure best safety practices are incorporated into
the organization.
2. It is the duty of every member within the UAS flight crew to contribute to the goal of
continued safe operations. This contribution comes in many forms and includes always
operating in the safest manner practicable and never taking unnecessary risks. Any
safety hazard, whether procedural, operational, or maintenance related must be identified
as soon as possible after, if not before, an incident occurs. Any suggestions in the interest
of safety should be made to the UAS coordinator.
3. If any member observes or has knowledge of an unsafe or dangerous act committed by
another member, the UAS coordinator is to be notified immediately so that corrective
action may be taken.
4. The person manipulating the flight controls cannot operate a UAS and drive a moving
vehicle in a safe manner and remain in compliance with the Part 107.

3.2 Operational Hazard and Occurrence Report (OHOR) and Investigations

1. Occurrences are unplanned safety related events, including accidents and incidents that
could impact safety. A hazard is something that has the potential to cause harm. The
systematic identification and control of all major hazards is foundational to safety.
2. The OHOR concept provides a mechanism to report hazards and occurrences, real and
perceived, to those responsible for UAS operations.
3. There is no specific format for the OHOR as the information provided is what is important,
not the format and should be used without hesitation to report any anticipated, current,
or experienced safety hazard, or occurrence. Further, the OHOR can be submitted
anonymously, and to whatever level in the chain of command, to get the matter proper
attention, without fear of reprisal.
4. Written memorandums fully explaining the problem will be given to the UAS coordinator
for investigation.
5. Every hazard and/or occurrence is investigated, with the results and corrective action
taken communicated to all members. The investigation will be conducted by the UAS
coordinator or designee. The services of an independent subject matter expert may be
necessary in some cases to assure a thorough and complete investigation.
6. Hazards requiring immediate attention will be brought to the attention of the UAS
coordinator, verbally, without delay.
7. ALL MEMBERS ARE AUTHORIZED TO TAKE ACTION TO CORRECT A HAZARD if in
that member's opinion delay will result in accident or injury. The UAS coordinator will be
notified immediately in such situations.
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3.3 Safety Officer - Operator/Observer/Coordinator
Regarding safety, the Safety Officer must ensure that all members of the UAS flight crew are
responsible for the following:
a. Ensuring all flight operations personnel understanding of applicable regulatory
requirements, standards and organizational safety policies and procedures.
b. Observe and control safety systems by monitoring all operations.
c. Review standards and the practices of MARS personnel as they impact operational
safety.
d. Communicate all reported safety related problems and the corrective action taken. If
there were any in-flight problems (or learned experiences), the proper procedures for
handling that problem should be discussed.
e. Copy and circulate pertinent safety information.
f. Copy and circulate emergency safety bulletins.
g. Place any electronic copies of safety information or bulletins in a conspicuous location
for all employees to access.
h. It is emphasized again that safety is the responsibility of ALL members of MARS.

3.4 Safety Training

1. All members shall receive safety training in the following subjects prior to operating the
UAS:
a. MARS commitment to safety
b. MARS policy
c. UAS member's role in safety
d. Emergency safety procedures.
2. All members shall review the MARS safety policy and procedures on an annual basis
and that review shall be noted in their training history.

3.5 Medical Factors

1. Operator and Observers shall only deploy the UAS when rested and emotionally
prepared for the tasks at hand.
2. Physical illness, exhaustion, emotional problems, etc., seriously impair judgment,
memory and alertness. The safest rule is not to act as an operator or observer when
suffering from any of the above. Members are expected to "stand down" when these
problems could reasonably be expected to affect their ability to perform flight duties.
3. A self-assessment of physical condition shall be made by all members during pre-flight
activities.
4. Performance can be seriously hampered by prescription and over-the-counter drugs. The
UAS coordinator must be advised anytime such drugs are being taken. If it is determined
that the medication being taken could hamper an operator or observer, that member shall
be prohibited from the

3.6 Safety Equipment

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 1. UAS flight crew personnel would be required to wear minimal Personal Protective
Equipment during flight operations. This equipment should include class II safety vests,
hard hats, and eye protection at a minimum. Certain missions will require the use of
work/hiking boots and cut resistant gloves.
2. Other safety equipment for the flight crews: two-way radios (required), First Aid kit
(required), fire extinguisher (desired).

3.7 Airframe and Control Station Safety

Among the top hazards involving flight are inadequate pre-flight preparation and/or planning
and improper operation of flight controls. It is recommended that the remote PIC ensure that
the following inspection items are incorporated into the pre-flight inspection procedure
required by Part 107 to help determine that the UAS is in a condition for safe operation overall
airworthiness. The pre-flight inspection should include a visual or functional check of the
following items.
• UAS components.
• Airframe structure (including undercarriage), all flight control surfaces, and linkages.
• Permissions papers (for proper display and legibility).
• Servomotors, including attachment points.
• Propulsion system, including power plants, propellers, rotors, ducted fans, etc. (For
safety, rotors or fans may be shrouded to prevent entanglement.)
• Energy supply [confirm all systems (e.g., aircraft and control unit) have an adequate
energy supply for the intended operation and are functioning properly].
• Avionics, including control link transceiver, communication/navigation equipment, and
antennas.
• Compass (calibrate UAS compass before any flight).
• Control link transceiver, communication/navigation data link transceiver, and
antennas.
• Ground support equipment, including takeoff and landing systems (check for proper
operation).
• Control link functionality established between the aircraft and the flight control
surfaces.
• Flight control surfaces using the GS.
• Onboard navigation and communication data links.
• Aircraft and GS battery levels.
• Secure attachment of all equipment, including cameras and sensors.
• Communications with the UAS, including that the UAS has acquired GPS location
from at least four satellites.
• UAS propellers; inspect for any imbalance or irregular operation.
• Controller operation.
If required by the flight path, walk through and verify any noted obstructions that may interfere
with the UAS. At a controlled low altitude, fly within range of any interference and recheck all

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controls and stability. If available, whenever a UAS is started, personnel should be on hand with
adequate fire extinguishing equipment. Note: These operating limitations are intended, among
other things, to support the remote PIC’s ability to identify hazardous conditions relating to
encroaching aircraft or persons on the ground and to take the appropriate actions to maintain
safety.
Additional safety considerations include the following.
• No emergency parachute use [parachute use could be a hazard for some industries
(e.g., electric)].
• The person manipulating the flight controls cannot operate a UAS and drive a moving
vehicle in a safe manner and remain in compliance with the Part 107.

3.8 Battery Safety

Lithium-ion (Li-ion) batteries are common in UASs. “A lithium polymer battery, or more
correctly lithium-ion polymer battery (abbreviated variously as LiPo, LIP, Li-poly, and others),
is a rechargeable battery of lithium-ion technology in a pouch format. Unlike cylindrical and
prismatic cells, LiPos come in a soft package or pouch, which makes them lighter but also
less rigid.
The difference between a lithium battery and a Li-ion battery is that most Li-ion batteries are
rechargeable. Li-ion batteries can be dangerous under some conditions and can pose a
safety hazard because they, unlike other rechargeable batteries, contain a flammable
electrolyte and are kept pressurized.
It is extremely important that all Li-ion batteries be handled in accordance with the
manufacturer’s recommendations.
Even when fires have not resulted from Li-ion battery use, Li-ion batteries have been known
to show signs of battery fatigue, including overheating and bloating of the battery cells.
Misused or faulty batteries can lead to inconsistent power supply to the system. The aircraft
may also experience erratic flight, loss of control authority, or premature landing due to
improper amperage or low voltage spikes. A battery log will enable the operator to keep track
of battery parameters like voltage before and after the mission. All batteries should be
maintained by following guidelines in the UAS operator’s manual.
3.9 Battery Charging Safety
1. Li-ion batteries offer good charging performance at cooler temperatures and may even
allow fast charging within a temperature range of 5°C to 45°C. Consumer-grade lithium-
ion batteries should not be charged at temperatures below (0°C). Current-generation
cells typically can be fully charged in almost an hour (depending on the charger). If
overheated or overcharged, Li-ion batteries may suffer what is known as “thermal
runaway,” and cell rupture, and as mentioned previously, in extreme cases combustion
can occur. Therefore, batteries should not be left unattended when charging. After flight
operations are complete, batteries should be allowed to cool for about 20 min before
being connected to a charging station.
2. You must always charge the LiPo battery in a safe, well-ventilated area away from
flammable materials.
26 | P a g e
 3. Always inspect the battery, charger and power supply before charging.
4. If at any time the LiPo battery begins to balloon or swell, discontinue charging or
discharging immediately. Quickly and safely disconnect the battery and then place it in a
safe, open area away from flammable materials to observe it for at least 15 minutes.
Continuing to charge or discharge a battery that has begun to balloon, or swell can result
in a fire or explosion. A battery that has ballooned or swollen even a small amount must
be removed from service completely.

3.10 Safe Battery Transportation

Most people are unaware that Li-ion batteries are dangerous goods that can pose a safety
risk. Concerns are so great that there are in fact regulations for their safe transport, and the
International Civil Aviation Organization (ICAO) Council Air Navigation Commission has
even taken the extreme step of prohibiting Li-ion batteries as cargo on passenger aircraft.
[International Air Transport Association. However, for the purposes of field use, Li-ion
batteries can be transported in stainless steel or plastic battery boxes capable of containing
any free liquid. The battery holder should be securely fastened, and the battery protected in
such a manner as to prevent damage and short circuits. If possible, tape over the battery
terminals and cables before transport.
3.11 Safe Battery Use, Storage and Disposal
1. When dealing with any power storage device, safety is key. First, one needs to reduce
the probability of an unsafe event, and second, take steps to reduce the severity of the
event, should one occur. Keep new batteries in their original battery packaging until ready
for use. Keep original battery packaging to use for expended batteries. Safety devices
are incorporated into the battery cell modules and battery packs to protect against
abnormal conditions. These safety devices are used to manage both heat and gas
generation, which are consequences of battery use. The remote PIC should land as soon
as possible if a low battery is detected during flight operations.
2. To reduce the risks associated with Li-ion batteries, battery packs should contain failsafe
circuitry that disconnects the battery when its voltage is outside the safe range of (3 - 4.2)
V per cell. When stored for long periods of time, the small current draw of the protection
circuitry may drain the battery below its shut-off voltage; normal chargers may then be
useless.
3. Store the LiPo batteries at room temperature and in a dry area for best results
4. Lock the batteries and aircraft in a cabinet when not in in use or being prepped for flight
5. Typically, the safety devices work well, and battery leaks and explosions are rare, but if
you suspect that you have a malfunctioning battery, exercise caution. Do not connect it
to a power source. If the battery is swollen, it should be assumed to be in a dangerous
state resulting from built-up gasses. Handle the battery with care as it could catch fire or
explode. Try to carefully remove it from the device housing. If you can do so, place it in a
safe, cool container. Do not place it in a hot location such as a vehicle until the vehicle is
cooled. Then dispose of the battery at an authorized commercial or government battery
disposal facility. If you are unable to remove the battery, seek assistance from the
manufacturer or an electronics store. At the end of the flight day, check the charge levels
27 | P a g e
 of the batteries. If the charge level of any battery is over approximately 50% charged,
utilize the aircraft to discharge to that approximate level. If appreciably lower than 50%,
charge the batteries to ~50%. Do not leave the batteries in an over discharged state.
6. Do not store the battery or aircraft in a hot garage, car or direct sunlight. If stored in a hot
garage or car as the battery can be damaged or even catch fire.
7. Replace the battery if it becomes exhausted or damaged. At the end of serviceable life,
batteries should be disposed of at an authorized commercial or government collection
facility. Additional safety considerations include the following.
To avoid malfunctioning batteries:
• Use the appropriate power charger.
• Do not leave the device plugged in to a power source all the time.
• Keep the device (or battery) stored in a cool, dry environment.

3.12 Operational Risk Management (ORM)

One of the top hazards to flight is improper in-flight decisions or planning. Operational Risk
Management (ORM) is a systematic decision-making process used to identify hazards that
endanger the public or assigned resources and make informed decisions to manage them.
Its purpose is to increase operational readiness by anticipating hazards and reducing the
potential for loss, thereby increasing the probability for success. Below is a brief description
of the ORM process.
• ORM uses a five-step process:
o Identify hazards
o Assess hazards
o Make risk decisions
o Implement controls
o Supervise

The ORM process is used on three levels based upon time and available assets:

o Time critical: A quick mental review of the five-step process when time does
not allow for anymore (i.e., in-flight mission/situation changes).
o Deliberate: Experience and brainstorming are used to identify hazards and are
best done in groups (i.e., aircraft moves, fly on/off).
o In-depth: More substantial tools are used to thoroughly study the hazards.
o The associated risk in complex operations (i.e., payload detachment).

The ORM process is guided by the following four principles:

o Accept risk when benefits outweigh the costs.

o Accept no unnecessary risk.

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 o Anticipate and manage risk by planning.
o Make risk decisions at the right level.

3.13 Safety Risk Assessment

When conducting a risk assessment, identify the present risks and look for ways to mitigate
the hazards they create. Pre-flight familiarizations, inspections, and actions can be
accomplished as part of an overall safety risk assessment. MARS encourages the remote
PIC to complete the overall safety risk assessment as a method of compliance with the
prohibition on operations over certain persons and the requirements to remain clear of other
aircraft. Flight operations should be conducted at least 30 ft. from all nonparticipating
persons, structures, vehicles, and vessels unless

1. Barriers, structures or setbacks are present that sufficiently protect nonparticipating

persons from the UAS and/or debris in the event of a mishap. If a situation arises
where nonparticipating persons leave such protection and are within 30 ft. of the
aircraft, flight operations must be terminated immediately in a manner ensuring the
safety of nonparticipating persons.

2. The owner/controller of any structures, vehicles, and/or vessels has granted

permission for operating closer to 30 ft. of those objects, and the operator has made
a safety assessment of the risk of operating closer to those objects and determined
that is does not present an undue hazard.

3.14 Risk Mitigation

1. Knowing the risk factors that can affect a successful operation is important. These
risks range from the people involved to issues with the aircraft or the environment.
Higher risk situations include taking off with a known problem, unstable approach
when landing the aircraft, and deviating from standard operating procedures. Like
manned-aircraft pilots, UAS pilots see an increased workload during critical phases
of flight, notable during takeoff, approach, and landing. Understanding the risks of
flight is the first step to mitigating mishaps associated with these risks.
2. All these risks are inherent but can be mitigated by proper planning, communication,
and situational awareness. If applicable, inform other pilots about any UAS activity
that is conducted within the airspace. Also it will be useful to PIC to get information
for hazards, military exercises, airport notifications, and other UAS activity.
3. Crews should also review the causal factors, results, and lessons learned from other
aircraft mishaps. Knowing the recommended corrective actions and preventive
measures from other mishaps assists with contingency and safety planning and the
ultimate mitigation of risk of accidents. Crews should not hesitate to recommend and
promulgate recommended risk reduction procedures to enhance overall safe
operations.
4. Wind impacts and other data found in weather forecasts should be considered for
proper flight planning. The aircraft operating manual should provide the wind limitation
29 | P a g e
 for safe flights. As part of the weather brief, checking the wind helps mitigate risks of
the aircraft operating beyond the recommended condition. Do not hesitate to
postpone operations until the winds are suitable, making the right decision helps
prevent unnecessary harm to people and property.
5. Risk mitigation is crucial for the well-being of the crew members. Be aware of potential
health issues and ensure that crew members are physically equipped for the
environment in which you are operating. Heat exhaustion can be prevented by
drinking fluids and staying out of direct sunlight as much as possible. When a crew
member is suffering from heat exhaustion, the individual in question may not be aware
of his/her condition. The PIC and crew members should look for early signs of danger
such as heavy sweating or breathing, noticeable fatigue, and/or far off gaze from
fellow crew members should take steps to prevent hypothermia by wearing proper
clothing and staying as dry as possible. Onset signs of hypothermia include fatigue,
slower breathing, loss of coordination, and confusion. Again, the PIC and crew
members should look for signs in distress in other team members.
6. If an emergency does occur, ensure that your company has the proper emergency
procedures in place. For immediate, severe emergencies where every second is
critical, call 911 immediately and provide first aid, as applicable. Consider all possible
emergency scenarios, and plan for each situation accordingly. All crew members
should have a compact emergency card containing phone numbers of all authorities
to contact during an emergency. Examples include local law enforcement, emergency
services, and ATC authorities. Operations in rural areas may not have the same
emergency procedures as an urban area due to variance in communication and
emergency response times at different locations. Always plan for any situation and
contact the company for incidents and accidents that involve major damage, injury, or
loss of property and life.

TRAINING

1. Objective
The key to continued safe operations is by maintaining a professional level of competency. The
first step in this process is establishing minimum qualifications for selecting members, and the
second step involves training those personnel.

2. Instructors
1. If any members are certified remote pilots by MARS, they may be given instructor duties.
Such duties can include developing training courses; provide training, and student
evaluation and documentation.
2. Instructors are designated by those within MARS and approved by the UAS coordinator.

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3. Training Plans
1. All members have a training plan on file that outlines training objectives for the upcoming
year. This training plan will be held in conjunction with the member's normal training file
per MARS policy. UAS training sessions should be conducted in a dedicated training area
free from non-participants and hazards. Training scenarios should simulate real world
scenarios that UAS crew members are likely to encounter or consist of scenarios the UAS
crew isn’t likely to encounter but which should elicit a predictable, trained response (e.g.
emergencies, mishap drills etc.). Training scenarios should be briefed and debriefed as
closely as possible to real world operations or events to include crew member roles,
checklists, emergency procedures, etc.
2. The approved training plan is developed by the UAS coordinator.
3. All deployments or exercises are documented and count toward a member's training.
4. It is the member's responsibility to verify their training file contains all pertinent
information.

4. Initial Training
1. Remote Pilot (PIC) and Operators:
The remote pilot in command should complete UAS operator training before operating a
UAS in MARS. The UAS Operator training must include, but is not limited to, the following
topics:
• Aircraft Components
• Aircraft Systems
• Airspace
• Aerodynamics
• Flight Operations
• Flight Basics
• Emergency Procedures
• Mission Scenarios
• Technician Responsibilities
• Privacy
• Safety
• VO Responsibilities
• Weather

2. Visual Observers (VO) Visual Observers must have completed sufficient training to
communicate to the pilot any instructions required to remain clear of conflicting traffic.
This training, at a minimum, shall include knowledge of the following:

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 • Responsibility and authority of the Pilot In Command (PIC)
• Careless or reckless operation
• Alcohol and drugs
• Preflight actions
• Operating Near Other Aircraft
• Right-of-Way Rules: Except Water Operations
• Basic VFR Weather Minimums
• Knowledge of air traffic and radio communications.

3. In conjunction with fulfilling all training requirements for operator/observer duties, the new
member must also become familiar with UAS operations, the aircraft and its equipment.
4. Any new member who fails to successfully complete the initial training may be denied as
a member of the UAS flight crew.
5. Before a member can fly as an operator, they must complete at least 10 hours of flight
training with the UAS instructors to show proficiency of the flight training exercises and
the airframe. This must be accomplished to show their ability and knowledge of the UAS.

5. Recurrent Training
1. All members within MARS Sensing Department shall maintain proficiency in their
operator/observer abilities. Members who do not have any documented training or flight
time within a span of 90 days will have to show proficiency before being an
operator/observer during a deployment or exercise.
2. Recurrent training is not limited to actual operating/observer skills but includes knowledge
of all pertinent UAS/aviation matters.
3. Failure to prove proficiency can result in removal from UAS responsibilities.

6. Miscellaneous
1. Depending on the nature of the training request, all efforts are made to accommodate
the hours of training so as little impact is made to staffing levels.
2. All requests for training shall be approved through the member's chain of command and
timekeeping during those training hours are marked by the UAS coordinator in the
training logs.
3. Members are encouraged to attend, and forward information on sponsored safety
seminars, industry conferences, UAS online training etc.…

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PART “B” OPERATING PROCEDURES

FLIGHT PLANNING/PREPARATION

1. Request for UAS support:

• Requests for UAS support shall be made through the UAS coordinator who has the most
current list of UAS operators and observers to contact.
• Requests for UAS support can be made at any time during the day or night (Flight operations
are to only be conducted during daylight hours.)
• The UAS coordinator will ensure that approval is granted before the proposed mission if such
operations are intended to occur in a tower-controlled airspace (e.g. within 5 miles of such
an airport).
The request should be by webpage.
UAS OPERATION RULES
The UAS:
❖ Shall not be operated outside of class G airspace without ATC permission
❖ Shall not fly over people (See bullet point below),
❖ Shall not fly with less than three-mile minimum visibility from the control station
❖ Shall not be operated (flown) from a moving vehicle,
❖ Shall not exceed 100 MPH ground speed,
❖ Shall not be used for any surveillance activities,
❖ Must be flown within sight of the Operator or the Visual Observers (VO),
❖ Must always yield Right of Way to any manned aircraft,
❖ Must fly during daylight hours (30 minutes before sunrise and 30 minutes after sunset)
❖ Must fly no higher than 400’ Above the Ground Level (AGL), (unless there is a permission)
❖ Must only be operated by authorized personnel,
❖ Must follow all MARS and CARC Rules and Guidelines for UAS
Notes:
• Operations will not be conducted during rain events, gusting winds, lightning, or in any
other weather that could impede safe flight.
• Prohibited Operation Over Persons. Part 107 prohibits a person from flying a sUAS
directly over a person who is not under a safe cover such as a protective structure or
a stationary vehicle that would protect the person from harm if the sUAS were to crash.
If the request was by a website, then the approved UAS Privacy Policy and mission priorities
should also be included on the ‘UAS Service Request’ website to provide and understanding of
the limitations and restrictions that MARS is placing on the UAS program. The Privacy Policy is
found in Part A Section 2 of the MARS UAS Flight Operations Manual. UAS support is prioritized
as shown in Section 3 below.
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 The UAS support request should be on a fillable form on the ‘UAS Service Request’ webpage.
It should be sent to the UAS Coordinator by email at least two weeks before the preferred data
collection date unless it is an emergency request.
The UAS support request should include the following information:
• The contact information of the requesting party
• Mission Priority (standard or emergency)
• The Mission location: closest cross streets, street address, and GPS coordinates (lat/long
in decimal degrees) of the center of the flight area
• Radius of the proposed flight area (in feet) from the GPS coordinates
• Maximum proposed altitude of overflight (in feet, above ground level)
• Purpose of mission: assessment/inspection, documentation, mapping, etc.
• Number of flights requested and frequency
• Features of interest
• Type of data to be collected: photos or video
• For photos: specify altitude, direction and angle (if not down looking)
• Preferred time of day for data collection
• Preferred data product: videos, images, photomosaic, 3D models and topographic maps.
• Name and contact information of any Technical Specialist that may be required to be
onsite to oversee data collection (flight operations safety training must be scheduled for
that person)

2. Project planning (in company)

1. The full requirements document will reach the Geomatics section at first to illustrate the
client needs and determine the characteristics of the deliverables to the Operation section
by the Geomatics note sheet. This sheet has each deliverable information:
• GSD
• Front overlap
• Side overlap
• Payload
• GPS Module

2. The Operation section use the previous sheet to fill the mission planning sheet which has
the following:
• Aera covered per flight
• Estimated flight duration
• Flight altitude
• Number of images per mission
• Camera type and resolution
• Drone type
• Time and distance between images

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 • Altitude following method (terrain following or constant)
• Estimated number of missions
You can get this information by MISSION PLANNER software. Then send the sheet to
Geomatics section.
3. The Geomatics section will review the sheet and write down notes for each mission about
the determined altitude and the flight direction. (mission description sheet)
4. After everything is clear about the project an operation requirement sheet then will be sent
to the integration and development section to prepare the project equipment.
5. Procurement sheet will be sent by Integration section to the Head of the department if there
are any items to demand and what is available.
6. The Integration and development sheet will show the final list of ready equipment

3. Call-out procedure
1. The UAS coordinator will screen all initial requests to use a UAS.
2. The UAS coordinator will then contact the PIC to request the deployment of the UAS.
3. The UAS Coordinator will also contact the UAS flight crew who will screen the request using
the following factors:
a. Is the proposed use of UAS within the capabilities of the UAS equipment and
personnel to perform?
b. Does the proposed use of the UAS fall within the CARC and department policies and
regulations for UAS usage?
c. Can the UAS be deployed safely given current weather conditions?
d. Are sufficient trained and qualified personnel available to safely operate the UAS?

4. The UAS coordinator will either accept or decline the request for UAS support. If the request
is denied the UAS coordinator will provide a reason for declining the support request and will
provide the requestor this information along with the reason for declining. If the UAS
Coordinator accepts the support request they will contact a UAS operator who will be
provided all available mission information.
5. The UAS coordinator will contact a visual observer from the list of available trained observers.
The UAS operator is responsible for transporting the UAS and all required equipment to the
scene. The UAS operator will contact the UAS coordinator to check in and receive a briefing
on the mission requested. Upon arriving at the requested location, the UAS operator will
make an on-scene determination of the ability of the UAS to perform the requested mission
safely and within MARS policies and procedures.
6. If the UAS operator determines that the use of the UAS would violate MARS policy or
directives, then the UAS operator will inform the UAS coordinator of the potential conflict
along with recommendations for modifying the requested mission to conform to MARS
policies and procedures. As soon as possible after the completion of the mission, the UAS

35 | P a g e
 operator will make a full report of the circumstances and their concern through the UAS
coordinator.
7. UAS operators will have sole discretion for declaring safety or violation of CARC rules. If the
UAS operator determines that a requested mission would violate CARC rules or endanger
person or property, then the UAS operator will immediately inform the UAS coordinator of the
reasons for refusing to operate the UAS. The UAS will not be flown in this circumstance for
any reason.
8. If the UAS operator determines that the requested mission will potentially damage the UAS
or its associated equipment the UAS operator will inform the UAS coordinator of their
concerns. The UAS operator will fully document and send a report to the UAS coordinator.

4. Deployment Priorities
1. The UAS shall not be used for the purpose of random surveillance.
2. If several separate requests for UAS support are received simultaneously, they shall be
prioritized.
3. In general terms, requests for UAS support are prioritized as:
a. Emergency response operations
b. Damage/hazard assessment
c. Hazard monitoring/mapping
d. Construction monitoring/mapping
e. Pre-construction mapping
f. Asset/facility inspections
g. Asset/facility documentation

5. Advance weather check

Detailed weather forecasts ideally should be checked before the day of the operation. If
necessary, the flight should be postponed. Even if the operation involves a fixed-date event the
RP should not feel pressured to continue if it is felt that safety is being compromised. Weather
should be checked using an appropriate and accurate weather service.

6. Site survey
A site survey should be carried out to confirm the findings of the initial risk assessment. Any
additional hazards should be identified and included in the risk assessment. Access should be
agreed, and areas identified for parking, equipment assembly and launch.

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ON SITE AND PRE-FLIGHT PROCEDURES

1. Selection of operating area and alternate landing areas

A safe launch area should be identified and the RTH area for the UAS cleared and, if necessary,
marked to avoid people entering it. An area appropriate to the UAS take-off and landing
requirements (minimum 3 meters) around the take-off point should be identified and, if
necessary, cordoned appropriately. It may be appropriate to use existing boundaries (e.g.
fences) as part of this cordon.

2. Weather
1. Before each deployment the operator/observer will ensure that he/she gathers enough
information to become familiar with the weather situation existing throughout the area of
deployment. The operator shall utilize approved weather resources to obtain the latest and
most current weather conditions.
2. If deemed necessary, an anemometer should be utilized in order to better estimate the wind
speed and determine if it is within the capabilities of the airframe being flown.
3. Operators/Observers should use the Beaufort Scale when making deployment decisions
regarding wind conditions. No flight is allowed when wind exceeds a level four (4) on this
scale.
4. The weather conditions reported for the operation shall be recorded in the pre-flight checklist.

3. Aircraft Inspections
1. Operators/Observers are both responsible for a thorough preflight inspection of the UAS.
2. Before and after each deployment (whether a mission or training), the operator and observer
shall conduct a thorough inspection of the UAS in accordance with the instructions contained
in the manufactures user's manual.
3. Any issues found that will put in jeopardy the safe operation of the UAS shall be documented
and resolved immediately prior to flight.
4. It has been recognized that the use of a checklist is a significant method to combat UAS
accidents. A pre-flight checklist is utilized prior to each flight.
5. Any physical equipment that cannot be resolved on-site, and which have an impact on safety
or the mission, will override the deployment. All issues will be resolved before flight.

4. Documentation
1. Inspection and weather will be documented prior to flight within the logbook.
2. After each flight, the operator will complete a statement documenting the UAS operations.
All flight logs should include the following information:
• Operator/PIC Name (Pilot in Command)
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 • Safety officer (if present)
• Visual Observer(s) (if present)
• Who was at the flight controls if not the PIC (noted by a ‘P’ after name)
• Flight number (of that month)
• Date (e.g. 12/03/2020, dd/mm/yyyy)
• Time of day (morning, afternoon, noon (midday). Noted by AM, PM or N
• Mission (client name or Division/Group)
• Airframe (model, e.g. Believer 007)
• Location (e.g. Irbid, Aqaba, etc., or specific address)
• Weather (cloudy, clear skies, scattered clouds, etc.)
• Windspeed (approximate, e.g. 4G7knts, 4 knots Gusting 7 Knots based on Beaufort
scale)
• ‘#’ number of batteries (e.g. 4 batteries flown)
• M/T Type (Mission or Training. written down as M or T)
• Flight duration (total flight duration in whole minutes with all batteries and battery
levels)
• Altitude (specifically, Max altitude or standard work altitude in feet)
• Notes (Debrief moment! What could have gone better?)
• Concerns/Issues (Debrief moment! safety/Flight OPS changes.)
• Significant concerns regarding safety or maintenance issues should be noted in the
log and reported in detail to the UAS Coordinator

5. Observer/Crew briefing
Any Observer/Crew and, if appropriate, persons who are to be under the control of the Remote
PIC must be briefed on site by the PIC before the first flight. This should include final allocation
of roles, a synopsis of the flight and emergency procedures. If persons under control of the RP
are to be overflown, they must be made aware of what to do in the event of a loss of control of
the aircraft.

6. Planning
1. The operator/observer shall familiarize themselves with all available information concerning
the deployment including, but not limited to, the weather conditions, hazards, description of
the incident, deployment goals, etc.
2. Operators will ensure that the location for take-off and emergency landing is adequate for a
safe deployment. a. The take-off/landing area should be clearly marked and identifiable with
short cones or similar marking system if necessary. b. At least one emergency landing area
should be identified per deployment.
3. Operators & Visual Observers will ensure that they are aware of their surroundings if an
emergency landing is necessary. This includes the ability to recover the UAS .

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 7. Checklists
1. Operators shall utilize pre-flight, flight and post-flight checklists to ensure the highest level of
safety for deployment.
2. Prior to flight, the flight log shall be initiated.
3. Operational checklists are included in Part C of this document.

FLIGHT PROCEDURES

1. Fixed wing Aircraft

1. Start-up procedure
Installing wings and check the surfaces

Insert the wings with the carbon fiber spar provided and connect the cables. Use duct
tape or hockey tape to keep them in place.

Warning: Be careful when passing the carbon fiber wing spar through the fuselage
from one side to the other. Make sure there are no cables in its way, otherwise it can
accidentally cut or damage the cables.

When installed, the wings should look like this:

The control surfaces must be checked to be at the zero position when free stick before
flight and move right with the controller command.

Installing and connecting the batteries

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 • Start by removing the front cover to access the battery tray.
• Make sure the front Velcro strap passes around the batteries and the batteries
are pushed down to the aircraft base. They should be tight and firmly held.
• Make sure they are secured with the Velcro straps
• Make sure that there is space between them and the pitot tube.
• After this, put back the frontal cover and secure with tape.

Camera installation and recommending setting.

Place the camera inside the UAV and secure with the Velcro straps. And ensure that
there are no cables or connecter between the straps and the camera.

Once camera is secured, install the shutter release cable and the photo shoe then
connect as shown below

Propeller assembly

Warning: ONLY ASSEMBLE AND INSTALL THE PROPELLER AFTER YOU HAVE
READ THIS MANUAL ENTIRELY and only when the aircraft is completely ready for
takeoff. Handling the UAV while the prop is attached can cause serious injury or death!

• The screws that go through the propeller must enter from opposite sides.
• When the prop is installed into the aircraft, it must be tight with the washer and
nut.
• Never use broken propellers, propellers that have been involved in a crash, or
unbalanced.
• The use of unbalance props will cause significant vibrations to the autopilot and
will lead to a certain crash. If in doubt, don’t use it.
• Never attempt to repair a broken or cracked propeller.

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How to pack the parachute:

Here is a VIDEO on how to pack the parachute properly:

http://www.youtube.com/watch?v=PBNjODA7BmA

1. First lay the parachute flat and open all the gores. Keep the lines parallel
together.

2. Next, roll one side toward the center.

3. Press firmly to deflate as much as possible

41 | P a g e
4. It should be looking like this. Keep pressing firmly.

5. Now fold in four sections as shown above, in a "B" pattern.

6. Try to press firmly, slowly squeezing out as much air as possible.

42 | P a g e
 7. Now start rolling the lines around it. Keep it tight.
Warning: roll the parachute wrap on the lines, NOT the lines around the parachute!
This distinction is very important to avoid twisting the lines.

8. Roll the lines and all its length.

Keep it tight and don't allow any portion of the lines to come loose on the sides.
If this happens repeat the wrapping from cero.

9. Now install it inside the plane.

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 Close the cover and run the lines through the orifice on the upper part of the door.
Hold it tight with one hand so that when you activate the switch on the remote the
servo head doesn't get stuck against the unclosed door. The servo needs to be able
to rotate freely.

Finally, this is how the outer portion of the parachute lines should look like.

Airplane Setup.

Camera settings for automatic triggering on Mission Planner:

Go to Initial Setup - Optional Hardware - Camera Gimbal and enter the values shown
in the picture below:
Shutter channel: trigger connecter channel on Pixhawk
Servo limits: Min=1000 & Max=2000
Shutter sittings:
Pushed:
1200 for seagull #Rec
1700 for seagull #Map2
Not pushed:
1500 always
Duration (1/10): 7

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You can also test the camera trigger from the Mission Planner at any moment: in the
Flight Data window left click and a small menu will appear. Now click in Trigger
Camera NOW. Camera should take a picture.

Recommended camera settings

• Select Manual Priority
• Select ISO at Auto
• Select a Shutter Speed of 2500 by moving the rotating the selector (ensures
sharp images)
• Select aperture at 8 by moving the rotating the roller at the camera’s upper right
corner.

➢ If using a manual focus lens, select of course focus to infinite.

➢ Ensure to clean the camera’s lens by the cleaning kit before every flight.

Powering up the UAV

Power up first the RC transmitter, then connect one or two batteries inside the UAV,
connect the Ground Telemetry Module to the computer (via USB port) and in the
Mission Planner select the COM port it is being assigned to (you can see this on the
Control Panel or wait until Mission Planner recognize it automatically after a few
minutes) and select 56700 as the baud rate. Click on "connect" and you should have
a wireless link with the Mission Planner. When connecting the avionics battery leave
the plane motionless for the first 30-40 seconds, while the autopilot sets and calibrates
the gyros and internal sensors.

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Telemetry
To get the maximum range the antenna on the ground telemetry radio should be set
vertically and at 90 degrees if there are two antennas. Also, try to locate the ground
radio high from the ground (a tripod and USB extension cable comes handy).

How to setup the battery voltage on Mission Planner:

Use the included Lipo battery voltmeter to check the voltage of the batteries:

In this case the total voltage for battery is 11.55. As this is a 3-cell battery the voltage
per cell is 3.85V. Note than when first plugged in the voltage meter shows the voltage
for the battery. There are currently two ways to enter the battery voltage on Mission
Planner:

1. Selecting 3DR Power Module as the current sensor:

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2. Selecting “other” as the current sensor to enter voltage manually:

For a max endurance flight, you should have batteries fully charged. This means you
should be entering the (mAh) for the Battery Capacity and reading and entering a
voltage on the voltage.

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The battery voltage entered is displayed in the Flight Data window of Mission Planner.
Make sure it matches the values entered.

Flight Modes

The following chart illustrates the Flight Modes already preset in the UAV:

Manual: Used for startup of the system or during pre-flight checks

Stabilize: (self-stabilization with no limit on bank/pitch angles) Aircraft levels wings

and fuselage when sticks are released, but human pilot has the control for steering
and pitch

RTL: UAV automatically returns to home location and loiters indefinitely at the altitude
it was when RTL mode was selected

AUTO: UAV executes the mission from beginning or from the portion is still pending
to be finished if it was interrupted.
Remember you can see what flight mode is being selected on the UAV by looking at
the Flight Data window on the Mission Planner.

It is HIGHLY RECOMMENDED that the user memorizes the flight modes to be able
to switch without hesitation from one to another during flight in case it is required.

This is one easy way to remember the most frequently used flight modes:
➢ Switch position away from you: RTL

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 ➢ Switch position toward you: MANUAL
➢ Switch at the middle position: STABILIZE

Compass calibration
It may be necessary to re-calibrate the compass when flying on a new Geographical
location different from Jordan. If required, this is usually a one-time setup process.

First, let’s check if the compass really needs calibration at your location.

For this process you need the UAV taken outside and get GPS lock. Connect to the
Mission Planner as usual. Place the UAV away from metallic objects on the ground
and in a known heading (north for example) and check the heading displayed by the
mission planner. Do they match? If yes, rotate the UAV 90 degrees to one side and
verify again. If they do match and there aren’t offsets of more than 10 degrees, then
proceed to attach the propeller and carefully add full throttle for 6 seconds while
looking at the screen on the mission planner. There shouldn’t be any compass errors
or warnings (like “bad compass health” or “EKF”). Do this motor check for a total of
four times.

If any if these types of warnings appear on the screen or the offset of the compass on
the mission planner Vs the real heading changes to more than 15 degrees, then
compass calibration will be required.

If compass calibration is required, then proceed as follows:

• Power up the remote control and plane. You don’t need to have the wings
attached. Take it outdoor (GPS fix is necessary)
• Connect to Mission Planner and follow the steps in this video:
https://www.youtube.com/watch?v=ZBMMXUemn0k

Software and Drivers Installation.

Mission Planner Installation

You need to install the latest SAFEST version tested for the fixed-wing aircrafts. For
this the manual will be always updated by the latest tested version.

Now, from the following link, scroll down until you find the same Mission Planner
version and click in the .msi link to download it:
https://firmware.ardupilot.org/Tools/MissionPlanner/archive/

When the Mission Planner starts it may ask you if you want to upgrade to a newer
version if its available. Before upgrading, ALWAYS double check this manual to see

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if the newest version has been already tested by us and is safe. We don't recommend
upgrading to a newer version if we haven't tested it yet.

The mission planner version is shown in the upper left corner

Mission Planner settings

The following image shows the recommended fields to be checked.

Mission Creation
Start by the following links to learn how to create flight missions:
➢ http://www.youtube.com/watch?v=_MW0DMjDuZk
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 ➢ http://ardupilot.org/planner/docs/common-planning-a-mission-with-waypoints-
andevents.html

The survey tool is a great way to create a mission, it automatically calculates the
following information according to the values entered for altitude, overlaps and camera
type:
• Total area
• Total distance of flight
• Distance between images
• Ground resolution
• Number of images
• Number of strips
• Footprint size
• Distance between lines
• Orientation of the lines

Remember to enter the flying speed, altitude and the strips angle for the flight every
mission.

The screenshot below shows the values to be entered in the grid Options tab when
''Advanced Options'' is selected on "Simple" tab and this tap will appear.

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Grid Options Camera Config

Note: if using the Sony a6000 you should enter the following values:
Image width: 6000
Image height: 4000
Sensor width: 23.5
Sensor height: 15.6
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Note: If using the Sony A7r II 42 Mp camera you should enter the following values:
Image width: 7952
Image height: 5304
Sensor width: 35.9
Sensor height: 24

For this camera enter 35 in the focal length, if using the 35mm lens

Click on SAVE when ready and enter a name for this camera. This will save your
camera settings for the next time, so you don’t need to enter this again. Your will find
it by the name you entered on the drop-down menu on the camera list.

Finally, go to the first tab and click on "Accept".

Notes:

➢ On the flight planner tap Set your home location by clicking in the Home
Location link in the lower right portion of the screen (requires GPS lock).
Otherwise your home location will be set automatically when the GPS acquires
satellites during power up.
➢ The Default altitude is the altitude it automatically assigns to each waypoint
when created.
➢ Enter the Pitch Angle that you want the UAV to hold while climbing. We
recommend a value of 20-25 degrees.
➢ Enter the takeoff altitude (at which the autopilot will consider the takeoff
complete and then will go to the next waypoint). We recommend setting an
altitude of no less than 30 m for the auto take-off.
➢ Set the waypoint sequence so that turns are always into the wind. This is very
important because if the turns are set downwind then it will have three times
the turn radius as if turning into the wind when the UAV exits a flight line.
Remember to set this when using the survey tool. After clicking on accept and
exiting the survey tool this can’t be changed. That’s why it is a good idea
sometimes to create the survey in the flight field after studying the wind
direction.
➢ On the Flight Plan window on Mission Planner, set the waypoint radius to be a
large value, such as 35 or 40m. This will greatly improve the accuracy of the
flight when exiting or entering the flight lines.
➢ Triple check the correct sequence of commands. It should make logic or at
least appears as suggested in this example. The sequence of commands will
be executed by the drone exactly as indicated. Always triple check your
altitudes: if a waypoint or command has an altitude of “0” then this means you
are commanding the drone to hit the ground!

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 ➢ Click on "Write WPs". This will write the Mission onto the Autopilot. Make sure
that it did so by clicking "Read WPs". The mission created should appear on
the Flight Plan.
➢ NEW: The Mission Planner now supports mission editing and re-writing of a
mission while the aircraft is during flight. This feature is extremely handy in
some situations, as you will see below. The limit is your imagination.

Alternative methods to control the descent of the aircraft after the mission is
completed:

Before Flying

How to check the center of gravity:

After you have assembled the plane with the equipment and batteries, parachute, V
tail, wings, camera, propeller. (MAKE SURE BATTERIES ARE DISCONNECTED
FOR THIS CHECK!!) Hold the plane with two fingers as shown on the picture below,
on the marks indicated. The plane should remain in balance, horizontal. This is critical
for the safe flight of the aircraft.

Automatic stabilization check:

Standing behind the plane as reference select Stabilize mode and move the UAV in
its roll and pitch axis. You should see the flight surfaces move attempting to level back
the plane.
Here is a video of how the surfaces should move:
https://www.youtube.com/watch?v=zzvBHOOnS6A&feature=youtu.be
You should do this before every flight, just as you move your control surfaces with
your RC transmitter to ensure that nothing's reversed.
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Parachute check
Perform a ground parachute release test. Simply check that the parachute will deploy
correctly and then folded as indicated further down in this manual. It is extremely
important that you do this test before every flight session.

Airspeed Sensor Calibration:

The airspeed sensor reading is automatically zeroed during power up of the UAV. To
guarantee a proper calibration place the provided fitting cover on the pitot tube that
shields the front hole and the four small side holes from the wind. If you don’t have
this cover then any cloth will do the job. The purpose is to loosely cover the holes, not
provide a tight seal. This cover should be fitted prior to power on and removed before
flight. If you forget to do this, you can always place the cover and repeat the airspeed
auto-zero using the Mission Planners PREFLIGHT_CALIBRATE => Do Action.

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To check the airspeed reading just blow on the pitot tube and observe the response.
The airspeed value should go up.
In still air oscillation between zero and small values (2-13) is normal. You will not see
that sort of variability at flying speeds.

Here is a video as reference for this:

https://www.youtube.com/watch?v=q0Ow7PlpVOA&feature=youtu.be

It is extremely important that the airspeed sensor is properly calibrated before flight.
A properly calibrated airspeed sensor makes the UAV fly like a dream, but an
improperly calibrated unit can make it crash.

Remember to re-calibrate the airspeed sensor after every single reboot of the UAV.

Propeller:

Always install the propeller tight and secure and ONLY right before takeoff.
Warning: be extremely careful when handling the handling the remote control while
the aircraft has the prop attached. Moving the throttle stick or Flight Modes switch
accidentally can cause serious injury.
Do remove the propeller as soon as the aircraft touches down upon landing before
doing ANYTHING ELSE.

When installing the prop make sure the blades are opened if you are using this
propeller type as shown on the image. They should not be too tight, not too lose.
Also, notice that the white imprint on the prop goes forward!

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 When the prop is installed into the aircraft, it must be tight with the washer and nut.
Never use broken propellers, propellers that have been involved in a crash, or
unbalanced. The use of unbalance props will cause significant vibrations to the
autopilot and will lead to a certain crash. If in doubt, don’t use it.
Never attempt to repair a broken or cracked propeller.

Preflight Checklist

This checklist assumes the mission has been checked according to conditions and is
fully ready. We highly recommend print and performing this checklist right before
takeoff and consider it as a separate element from the mission creation portion. The
Preflight Checklist is ready to print on the page.

During flight: Be always on the control sticks in case you need to deploy the parachute
during an emergency.

Warning: If you interrupt a mission, land and then switch back to auto without resetting
the autopilot, it will attempt to continue the mission starting by the "pending" portion of
it, and may skip the autotakeoff!

2. Take-off procedure
The basic idea of automatic takeoff is for the PIXHAWK to set the throttle to maximum and
climb until a designated altitude is reached. To cause the plane to execute a takeoff, add a
TAKEOFF command to your mission, as the first command.
The PIXHAWK will initially hold the wings level on takeoff, but as soon as a takeoff heading
is established, the PIXHAWK will adjust roll to maintain that heading.
DO NOT move the plane after Auto has been engaged except to throw it in the direction of
takeoff. Try not to "wind up" by moving the plane backwards before throwing it. As much as
possible, try to duplicate the behavior of a catapult launcher.
Switch to AUTO flight mode. The motor should kick in at full throttle. Toss the aircraft into the
wind, with the WINGS LEVELED = HORIZONTAL! And the nose slightly up. Remember that
you can nudge the plane at any moment and in any flight mode during flight, so stay on the
controls all the time in case of emergency. DON`T release the plane until the motor is
spinning at full power! Make sure to see the following video of some hand launches:
https://www.youtube.com/watch?v=PqMPCqfDa3M&feature=youtu.be
https://www.youtube.com/watch?v=1_Z7Wz63Ss8
And above all: ALWAYS LAUNCH INTO THE WIND!

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 3. Flight procedure
• Maintain GS monitoring at all time
• Monitor aircraft airspeed and position
• Monitor aircraft status
• Monitor flight time and battery reading

4. Landing procedure
• At end of way pointed mission call “landing”
• Check approach and landing point are clear
• Monitor the landing approach to adjust the aircraft to land at landing point if needed.
Disarm the motors

5. Shut-down procedure
• Approach aircraft and check for damage and batteries status
• Disconnect the batteries
• Call “safe”

6. Postflight procedure
• Check propeller for damage
• Check airframe for damage
• Check battery condition and remove
• Download images or remove (and back up) SD card (if applicable)
• Remove and store camera (if applicable)
• Remove wings
• Ensure all components are turned off
• Repack components and aircraft
• Check site is clear and left as found

• Telemetry Logs:
Telemetry logs are very useful to replay your missions and see how exactly they
performed.
Here is all the information regarding tlogs:
http://plane.ardupilot.com/wiki/common-mission-planner-telemetry-logs/

2. Rotary wing aircraft

1. Start-up procedure
• Put the aircraft on clean surface and open its arms.
• Plug in the battery
• Connect the aircraft with the GS.

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 • Write the mission on the autopilot
• Check the autopilot parameters
• Check the flight modes
• Check the camera trigger and GPS systems
• Arm the aircraft and ensure motors are all running
• Final 360 check, call “ready”

2. Take-off procedure
• Final weather check
• Raise throttle and settle aircraft at 2 meters height
• Check UAS response to all stick movements
• Call “ready” if manual mission or “Auto” if Auto mission
• Change to Auto mode if Auto mission

3. Flight procedure
• Maintain VLOS at all time
• Monitor aircraft position relative to structures and people
• Monitor aircraft status
• Monitor flight time and battery reading

4. Landing procedure
• At a safe altitude, return to landing point if in manual mode.
• Slowly descend the aircraft to land if in manual mode
• Monitor the landing carefully if in auto mode
• Check the landing point is clear
• Switch to manual mode just before the aircraft touches the ground and hold throttle
down to cut motors.
• Disarm the aircraft.

5. Shut-down procedure
• Ensure propellers are static
• Disconnect the batteries
• Call “safe”

6. Postflight procedure
• Check propeller for damage
• Check airframe for damage
• Check battery condition and remove
• Remove (and back up) SD card (if applicable)
• Remove and store camera (if applicable)
• Remove batteries
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 • Ensure all components are turned off
• Repack components and aircraft
• Check site is clear and left as found

3. Hybrid VTOL aircraft

1. Start-up procedure
• Put the aircraft on clean surface and attach its wings.
• Plug in the battery
• Connect the aircraft with the GS.
• Write the mission on the autopilot
• Check the autopilot parameters
• Check the flight modes
• Check the camera trigger and GPS systems
• Arm the aircraft and ensure motors are all ok
• Final 360 check, call “ready”

2. Take-off procedure
• Final weather check
• Raise throttle and settle aircraft at 2 meters height
• Check UAS response to all stick movements
• Call “ready” if manual mission or “Auto” if Auto mission
• Change to Auto mode if Auto mission
• Monitor the transition from rotary to fixed wing.

3. Flight procedure
• Maintain the GS at all time
• Monitor aircraft position and airspeed
• Monitor aircraft status
• Monitor flight time and battery reading

4. Landing procedure
• Monitor the transition from fixed wing to rotary.
• Monitor the landing carefully
• Check the landing point is clear
• Switch to manual mode just before the aircraft touches the ground and hold throttle
down to cut motors.
• Disarm the aircraft.

5. Shut-down procedure
• Ensure propellers are static
• Disconnect the batteries
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 • Call “safe”

6. Postflight procedure
• Check propeller for damage
• Check airframe for damage
• Check battery condition and remove
• Remove (and back up) SD card (if applicable)
• Remove and store camera (if applicable)
• Remove batteries
• Ensure all components are turned off
• Repack components and aircraft
• Check site is clear and left as found

EMERGENCY PROCEDURES

The In-Flight Emergency Plan describes the steps that must be followed in the event of an in-flight
emergency. Activation of the plan requires alerting the designated Flight Services staff as quickly as
possible once the emergency has been resolved. The Flight Services staff to contact are:

Flight services staff Phone number

The remote PIC should take the time to review this section before flight and to understand the proce
dures to implement in different emergency situations.

1. Fixed-wing aircraft procedures

If at any time the craft descends in an uncontrolled measure the PIC should shout “call” to warn
crew members. The briefing should include what action any crew should take on hearing the
shout. The response may vary by operation.

1. Loss of primary control frequency including Transmitter battery failure

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 In the event of loss of control frequency, including Tx failure or Tx battery failure, the aircraft
will continue the mission. At this point it is the responsibility of the PIC/crew to attempt
recovery of connection to the UAS by power cycling the Tx/laptop.

2. Malicious or accidental interference with control frequency

In the event of interference with the control frequency, the PIC and crew should attempt
recovery of connection to the UAS. If that is not help, then the incident should initially be
treated as a fly-away as described below. Once the aircraft is safely recovered, the cause of
the interference should be investigated and reported appropriately.

3. Loss of power or aircraft battery failure

In the event of power loss to the ESC or motor, the aircraft may crash. As a result, it is
important that the area within the glide slope is maintained clear and that people in the area
are aware of the potential risk as far as possible. If possible, the shout warning should be
given. If enough power remains, the aircraft will attempt to fly to the home point and
commence an expedited landing procedure that may be less accurate than normal. Or the
PIC can take over the control and land the plane safely in proper place.

4. PIC incapacitated

In the event of the PIC becoming incapacitated whilst the UAS is in flight the aircraft will
continue its mission and loiter after the last waypoint. Crew should be briefed in how to initiate
landing. In the event the PIC is operating alone, the aircraft will land on low battery.

5. Aircraft incursion

If another aircraft is seen and appears to be entering or approaching the operating area the
RP should loiter until it is clear there is no risk and may then continue the operation or land
in the take-off area and wait if necessary. If possible “AIRCRAFT” warning should be given.
The rapid descent button could be used to avoid a collision in the air

6. Propeller or motor failure

If loss of a propeller or motor occurs, it is likely the UAS will glide to a landing

7. Total electronic failure

If total electronic failure occurs it is likely that the UAS will enter uncontrolled descent. If
possible, the shout warning should be given. If injury occurs it should be ascertained if
emergency services are needed and first aid carried out as necessary. As soon as is
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 appropriate the UAS must be made safe by disconnecting the flight battery. Once the
situation has been dealt with the incident must be logged and reported appropriately.
8. “Fly-Away”

This is the protocol if the GPS were to fail satellite lock in the middle of the flight. Although
very extremely rare, it is a good idea to know what to do in the even this happens. If the
satellite lock is lost while flying in AUTO mode, then UAV will stay level and will maintain the
altitude but will “fly away”. If this happens, immediately do this: Switch to Loiter so it will stay
loitering relatively in the same location in case GPS lock is regained. This is preferable than
flying away in a straight line. You can decide to stay in this mode for some time, hoping GPS
lock is regained, or you can proceed with the following steps. - If the UAV is far, Switch to
stabilize and steer the UAV toward the desired location using the aileron stick left or right.
Once there, you may want to switch back to Loiter. - You can alternatively steer to the landing
zone and/or deploy the parachute to prevent the UAV for flying too far. After this first exercise
you can start making small changes and add a bit of complexity to the mission. It is important
to do small changes at a time and see the effect on the mission planned. Don't attempt to do
it all in a single flight but learn progressively. If you want to repeat the mission the autopilot
will have to be reset (if you already landed, disconnect the battery and re-connect to reset)
or you will have to hit the "repeat mission" button on the Flight Data window on the mission
planner. You can click this button when the aircraft is still flying.

9. Parachute Recovery
Assuming you have studied carefully the flying location, wind and desired landing spot, the
best way to land the aircraft in that spot with the greatest accuracy possible is by creating a
flight line that passes over the spot at a minimum altitude of 40m. For this, use the DO_JUMP
command in order to have several attempts. Please pay close attention to the picture below:

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10. Alternative methods to control the descent of the aircraft after the mission is
completed
GUIDED mode (or emergency procedure)
You can command the UAV to fly to a specific point in the map and at a desired altitude: In
the Flight Data window right click on the map on the spot you want the aircraft to fly to (since
we are using this example as an emergency procedure then chose a spot close to home
location or desired landing area). The Mission Planner will ask you for the guided/loiter
altitude. When reached, the airplane will remain loitering in this spot at the selected altitude.
This command is also very useful when the UAV operator needs to move around the field
while the UAV is flying, or anytime you want to command the UAV to go or loiter over a
specific area.
If you need to change the altitude after it has been entered simply right click again over the
guided waypoint and select "Fly to Here Altitude" and just enter a different value.
If you need to move around the field in a vehicle while the UAV is in flight you definitely want
to read about Rally Points and how to use them to your advantage:
http://plane.ardupilot.com/wiki/common-rally-points/
"Change Alt" direct command on Flight Data:

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 On the Flight Data window select ACTIONS tab. Enter the desired altitude and click on the
button to execute. Ideally use this command when the plane is already over home or flying
towards it.
11. Fire in the air
If control is still possible, use GS to attempt to land the aircraft away from crew and on a non-
flammable surface or do that manually. then follow procedures below.
12. Fire on the ground
Allow the battery fire to burn out.
Prevent the spread of flame, if necessary, using the fire extinguisher/blanket. Avoid smoke
inhalation as the smoke is toxic.
If necessary, contact fire services.

2. Rotary-wing aircraft procedures

If at any time the craft descends in an uncontrolled measure the PIC should shout “call” to warn
crew members. The briefing should include what action any crew should take on hearing the
shout. The response may vary by operation.

13. Loss of primary control frequency including Transmitter battery failure

In the event of loss of control frequency, including Tx failure or Tx battery failure, the aircraft
will continue the mission. At this point it is the responsibility of the PIC/crew to attempt
recovery of connection to the UAS by power cycling the Tx/laptop.
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14. Malicious or accidental interference with control frequency

In the event of interference with the control frequency, the PIC and crew should attempt
recovery of connection to the UAS. If that is not help then the incident should initially be
treated as a fly-away as described below. Once the aircraft is safely recovered, the cause of
the interference should be investigated and reported appropriately.

15. Loss of power or aircraft battery failure

In the event of power loss to the ESC or motor, the aircraft may crash. As a result, it is
important that the area within the glide slope is maintained clear and that people in the area
are aware of the potential risk as far as possible. If possible, the shout warning should be
given. If enough power remains, the aircraft will attempt to fly to the home point and
commence an expedited landing procedure that may be less accurate than normal. Or the
PIC can take over the control and land the plane safely in proper place.

16. PIC incapacitated

In the event of the PIC becoming incapacitated whilst the UAS is in flight the aircraft will
continue its mission and loiter after the last waypoint. Crew should be briefed in how to initiate
landing. In the event the PIC is operating alone, the aircraft will land on low battery.

17. Aircraft incursion

If another aircraft is seen and appears to be entering or approaching the operating area the
RP should loiter until it is clear there is no risk and may then continue the operation or land
in the take-off area and wait if necessary. If possible “AIRCRAFT” warning should be given.
The rapid descent button could be used to avoid a collision in the air

18. Propeller or motor failure

If loss of a propeller or motor occurs, it is likely the UAS will glide to a landing

19. Total electronic failure

If total electronic failure occurs it is likely that the UAS will enter uncontrolled descent. If
possible, the shout warning should be given. If injury occurs it should be ascertained if
emergency services are needed and first aid carried out as necessary. As soon as is
appropriate the UAS must be made safe by disconnecting the flight battery. Once the
situation has been dealt with the incident must be logged and reported appropriately.
20. “Fly-Away”
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 The PIC should ensure that an appropriate maximum distance and height are observed for
each operation up to the most far point horizontally and mission altitude vertically. In the
event of a “fly-away” the PIC should attempt to regain control by switching to RTL mode from
GS or radio controller. If above fails, log the direction, speed, altitude and estimated flight
time of the UAS and immediately move toward the UAS location until you have
communication with it the retry to control. If safe to do so the UAS should be tracked until it
lands

21. Fire in the air

If control is still possible, use GS to attempt to land the aircraft away from crew and on a non-
flammable surface or do that manually. then follow procedures below.
22. Fire on the ground
Allow the battery fire to burn out.
Prevent the spread of flame, if necessary, using the fire extinguisher/blanket. Avoid smoke
inhalation as the smoke is toxic.
If necessary, contact fire services.

3. Hybrid-wing aircraft procedures

PART “C” CHECKLISTS

1. GENERAL SAFETY REQUIREMENTS AND WARNINGS

• Keep your hands, face and other parts of your body away from the spinning
propellers/rotor blades and other moving parts always. Keep items that could impact or
become entangled away from the propellers/rotor blades including debris, parts, tools,
loose clothing, etc.
• Always operate your aircraft in open areas that are free from people, vehicles and other
obstructions. Never fly near or above crowds, airports or buildings.
• To ensure proper operation and safe flight performance never attempt to operate your
aircraft nearby buildings or other obstructions that do not offer a clear view of the sky and
can restrict GPS reception.
• Do not attempt to operate your aircraft in areas with potential magnetic and/or radio
interference including areas nearby broadcast towers, power transmission stations, high
voltage power lines, electrical storms, etc.
• Always keep a safe distance in all directions around your aircraft to avoid collisions and/or
injury. This aircraft is controlled by a radio signal subject to interference from many
sources outside your control. Interference can cause momentary loss of control.

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 • To ensure proper and safe operation of the automatic landing function in Home Mode you
must start the motors with the aircraft in a position that has at least 10 feet (approximately
3 meters) of clear and open space around it and achieve a proper GPS lock.
• Do not attempt to operate your aircraft with any worn and/or damaged components, parts,
etc. (including, but not limited to, damaged propellers/rotor blades, old batteries, etc.).
• Never operate your aircraft in poor or severe weather conditions including heavy winds,
precipitation, lightning, etc.
• Always operate your aircraft starting with a fully charged battery. Always land as soon as
possible after the first level low voltage battery warning or land immediately after the
second level low voltage battery warning (as indicated by the vibrations and audible alerts
from the transmitter/personal ground station).
• Always operate your aircraft when the voltage of the battery in the transmitter/personal
ground station is in a safe range (as indicated by the battery charge status icon on the
screen of the transmitter/personal ground station).
• Always keep the aircraft in clear line of sight and under control and keep the
transmitter/personal ground station powered on while the aircraft is powered on.
• Always move the throttle control stick down fully and turn off the motors in the event the
propellers/rotor blades come into contact with any objects.
• Always allow components and parts to cool after use before touching them and flying
again.
• Always remove batteries after use and store/transport them per the corresponding
guidelines.
• Avoid water exposure to all electronic components, parts, etc. not specifically designed
and protected for use in water. Moisture causes damage to electronic components and
parts.

2. EQUIPMENT / UAV / DRONE MONTHLY INSPECTION

• Crack in joints and structural members

• Loose or damaged screws, ties, fasteners, straps
• Loose or damaged wiring
• Loose or damaged connections (solder, plugs, etc.)
• Inspect prop mounts and screws and apply slight counter pressure on arms to check for
loosened components
• inspect/clean camera lens and insure it is secured and contacts are firmly attached
• Camera settings are correct (still images, video, framerate)
• Inspect FPV goggles and verify functionality
• Batteries are fully charged, properly seated and secured
• Obstacle avoidance system and equipment functioning and free of damage/obstructions
• Test RTH (Return to Home)
• Check for updates to Firmware
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 • Verify that firmware Airport proximity detection is functioning
• Props are smooth and free of damage / defect (check blade, surface and hub)
• Prop adapters are tight / secure
• Ensure voltage or low battery alarms are connected and audible
• Ensure motor start and stop control settings are functioning and are properly configured
• Correct model is selected in transmitter (if applicable)
• Check RC transmitter shows the right range and centering for all sticks
• Perform compass/GPS calibration
• Perform IMU (Inertial Measurement Unit) calibration
• Perform range test
• Verify that altitude and range telemetry are accurate.
If any above the inspections indicate damage or a malfunction, any planned mission should
be aborted, and the damage/defect should be documented in writing and reported to the UAS
coordinator.

3. MISSION PLANNING

• Can this mission be conducted in compliance with CARC Part 107?

• Can this mission be successfully completed with the available UAS?
• All actions and contingencies for the mission planned.
• Contingency planning should include safe routes in the event of a system failure,
degraded performance, or lost communication link, if such a failsafe exists.
• Prepare as much as possible in the office by reviewing Google Earth, NavigateLA /
Pictometry, and Aviation weather reporting websites.
• Review the flight location to determine proximity to airports and heliports
• Prepare for automated mapping missions with a completed preliminary flight plan
• Determine if a camera operator is needed
• Determine how many VO’s are needed for safe and efficient operations
• Verify that appropriate staffing can be allocated to the mission
• Mission plans and flight plans should be shared with the entire mission flight crew and
other operators in the vicinity.
• If the mission will have the UAS flying within five miles of an airport, obtain a CARC
airspace authorization from the CARC online portal
• If the mission will have the UAS flying over people or moving vehicles, obtain a CARC
Waiver, or notify the UAS Coordinator the mission cannot be conducted
• Verify that any applicable CARC approved waiver/authorization is current and carried with
the UAS

4. AREA & ENVIRONMENT (FOR SITE EVAULATIONS PRIOR TO MISSION)

• Hazards / Site selection

• Check for wires / cables
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 • Animals
• People / Bystanders
• Property in the vicinity
• Air traffic in the vicinity
• Site is away from nonessential participants
• Ability to maintain adequate buffer zones between aircraft and personnel
• Minimize departures and landings overpopulated areas
• Consider local topography, ensuring a visible line of sight towards the UAS at all times.
Ensure the telemetry connection is not obstructed.
• Investigate potential alternative landing sites in case take-off site is obstructed.
• Psychological/physiological considerations (are you well rested, rushed, “get there-itis”,
are you being pressured by client, at least 8 hours ‘bottle to throttle’?)
• Weather considerations: Temperature, Visibility, Precipitation, Wind Speed, Upper winds
/ at altitude
• Rotor obstacle clearance
• Notify any bystanders or nearby property owners of your intentions (permission)
• Discuss flight plan with your co-pilot, camera operator, and visual observers
• If flying in controlled airspace, do you have a proper airspace authorization or wavier?
• Can you reach authorities in the case of an emergency?
• Do you need to maintain communication? Ensure flight crew has the necessary number
of radios.
• First Aid Kit stocked, readily accessible and visible to anyone in the area.

5. PUBLIC AWARENESS

• Be courteous and polite

• You are an ambassador and your actions will affect other pilots and the industry in general
• Be professional / appear professional
• If the flight plan will have the aircraft hovering over or adjacent to private property, attempt
to notify and inform a resident mission intent, duration, and scope

6. Pixhawk parameters checklist

• Log bitmask
• Terrain following
• Terrain enables
• Land parameters
• Takeoff parameters
• RTL parameters
• Battery capacity parameter.

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7. PRE-FLIGHT / RUN-UP

• Verify that any applicable CARC approved waiver is current and a copy is onsite
• Verify CARC Remote Pilot Certification is current and onsite
• Verify all transmitter, on-board aircraft and camera batteries are fully charged; (confirm
charges)
• Start Flight Log
• Ensure no frequency conflicts with both video and transmitter / receiver
• Check all control surfaces for signs of damage, loose hinges, and overall condition; Look
over the rotors to ensure they are in good structural condition and properly secured.
• Check motor and mounting attachment points to the airframe.
• Study propellers / mounting hardware (tight) / rotor blades for chips and deformation.
• Check the landing gear for damage and function
• Check obstacle avoidance sensors for any damage or obstruction
• Test electrical connections, plugged in and secure
• Ensure photo / video equipment mounting system is secure and operational.
• Verify GPS signal strength and calibration, calibrate the GPS if necessary
• Verify IMU calibration, calibrate if necessary
• Check UAS markings for accuracy and legibility
• UAS is in a level location safe for takeoff
• For automated mapping missions: review preliminary flight plan with crew (modify if
necessary, based on field conditions),
• PPE (Personal Protective Equipment) check for all flight crew (hardhats and safety vests
required at a minimum)
• Radio check of all flight crew
• Position VO’s as necessary
• Power up ground station/transmitter
• FPV / Power up Video receiver / goggles
• Remove lens cap/cover and confirm that the appropriate lens filter is in place
• SD camera memory clear and inserted into the camera
• Turn on UAS and camera system
• Ensure led indicators and audible tones are correct
• Camera settings are correct (still images, video, framerate)
• Start recording video (at least low resolution, or highest if mission specified)
• All transmitter controls move freely in all directions
• All transmitter trims in neutral position
• All transmitter switches in correct position(typically away)
• Transmitter throttle to zero/neutral/hover
• Radio transmitter on
• Timer on (if applicable)
• FPV, confirm video is in monitor / goggles
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 • Scan for nearby cars/people/animals
• Clearly define a 30-foot setback distance from the take-off area and flight path for other
City personnel and any bystanders
• Say “CLEAR!”
• Power on rotors and take-off
• Increase throttle slightly listening for any abnormalities
• Short 20-30 second hover at 3-5 feet (listen for vibrations / loose items)
• Confirm power levels are correct
• Test flight controls for ascent/decent, rotation, and four-way directional flight
• Verify obstacle avoidance system is on
• Test obstacle avoidance system to verify that the aircraft stops or alters flight path to avoid
obstacles and the audible alarm sounds
• Proceed with mission

8. IN-FLIGHT

• Basics: If flying manually, always keep your fingers on the controller/transmitter.

• Never let the UAS out the sight of the flight crew even for a second.
• If handing off Visual Observation to another person, utilize a call/respond to verify that
eyes are on the aircraft before looking anywhere else
• Fly the UAS in the direction that the obstacle avoidance system is facing
• Climb to a safe altitude away from potential hazards and to reduce noise pollution.
• Keep aircraft at a safe operating distance from people, electric utility lines and buildings.
• Only fly over people with a current CARC approved waiver that is valid for the mission
• If the UAS must be flown over buildings or people, use a lightweight UAV and maintain a
safe altitude for recovery and make every effort to minimize exposure.
• Fly above the roof line of structures on private property whenever possible
• Spotter: Use a Visual Observer, or spotter whenever possible and appropriate, and
ALWAYS when flying by First Person View (FPV).
• Do not fly UASs within distance defined by local laws of any private/commercial
airport/helipad
• Do not fly around a pre-existing UAS flying site without a frequency-management
agreement.
• Do not interfere with operations and traffic patterns at any airport
• Return to land with 20% or more battery charge
• Landing: Regardless of whether of a manual or automated UAS landing, scan landing
area for potential obstruction hazards.
• Announce out loud “Preparing to Land”.
• Carefully land the aircraft away from obstructions and people.

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9. POST-FLIGHT (ONSITE)

• Stop recording video after landing

• Shutting Down: Turn the power off to the aircraft and/or disconnect the batteries.
• Turn off the transmitter.
• Turn the power off to the photo equipment.
• Visually check aircraft for signs of damage and/or excessive wear.
• Secure the aircraft.
• Check pictures/video: Verify that the UAS camera took the pictures/video.
• LOG FLIGHT

10. FLIGHT LOGS

All flight logs should include the following information:
• PIC Name (Pilot in Command)
• Camera Operator (if present)
• Visual Observer(s) (if present)
• Who was at the flight controls if not the PIC (denoted by a ‘P’ after their name)
• Month
• Flight number (of that month)
• Date (e.g. 12/03, dd/mm)
• Time of day (morning, afternoon, noon (midday). Written down by AM, PM or N )
• Mission (client name or Division/Group)
• Airframe (model, e.g. Believer)
• Location (e.g. H. Irbid, Aqapa, etc., or specific address)
• Weather (cloudy, clear skies, scattered clouds, etc.)
• Windspeed (approximate, e.g. 4G7knts, 4 knots Gusting 7 Knots)
• ‘#’ number of batteries (e.g. 4 batteries flown)
• MT Type (Mission or Training. written down as M or T)
• Flight duration (total flight duration in whole minutes with all batteries)
• Altitude (AGL) (specifically, Max AGL or standard work AGL in feet)
• Notes (Debrief moment! What could have gone better from an operator’s perspective)
• Concerns/Issues (Debrief moment! safety/Flight OPS changes.)
• Significant concerns regarding safety or maintenance issues should be noted in the log
and reported in detail to the UAS Coordinator in a written report

11. POST-FLIGHT (REPORTING REQUIREMENTS)

• Prepare a written report of any observed damage to forward to the UAS Coordinator

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 • Prepare a written report of any significant incident of note (e.g. UAS crash, public
concerns/complaints, safety concerns) etc., to forward to the UAS Coordinator
• If property damage occurs of $500 or more (other than to the UAS), or a serious injury
occurs, it MUST be reported to the CARC

12. EQUIPMENT STORAGE AND BATTERY HANDLING

• At the beginning of a day with a planned mission or training exercise, charge all the
available batteries.
• At the end of the flight day, check the charge levels of the batteries. If the charge level of
any battery is over approximately 50% charged, utilize the aircraft to discharge to that
approximate level. Do not leave the batteries in an over discharged state.
• Do not store the battery or aircraft in a hot garage, car or direct sunlight. If stored in a hot
garage or car as the battery can be damaged or even catch fire.
• Lock the batteries and aircraft in a cabinet when not in in use or being prepped for flight.
• Store the LiPo batteries at room temperature and in a dry area for best results.
• You must always charge the LiPo battery in a safe, well-ventilated area away from
flammable materials.
• Always inspect the battery, charger and power supply before charging.
• If at any time the LiPo battery begins to balloon or swell, discontinue charging or
discharging immediately. Quickly and safely disconnect the battery, then place it in a safe,
open area away from flammable materials to observe it for at least 15 minutes. Continuing
to charge or discharge a battery that has begun to balloon, or swell can result in a fire. A
battery that has ballooned or swollen even a small amount must be removed from service
completely.
• Never charge the LiPo battery unattended at any time. When charging the battery, you
must always remain in constant observation to monitor the charging.
• When charging, transporting or temporarily storing the LiPo battery the temperature range
should be from approximately 40–120° F (5–49° C). For more detailed guidance on the
handling of the LiPo batteries.

13. DATA HANDLING

• Back at the office, download the data (still pictures and video) from the UAS to a local
hard drive of the data processing computer
• DO NOT PUT RAW DATA ON THE SERVER
• DO NOT RELEASE ANY DATA (IMAGES, VIDEO, MOSAICS) UNTIL A PRIVACY
REVIEW IS COMPLETE AND PRIVACY CONERNS (IF NOTED) ARE ADDRESSED
• Review the data for any inadvertent/potential intrusions into the privacy of the public
• If the mission data product is a photomosaic and associated map, process the raw images
into the mosaic and then permanently obscure any inadvertent or potential privacy
concerns that are noted before forwarding the mosaic internally or externally
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 • If the mission data product is still images, permanently obscure any inadvertent or
potential privacy concerns that are noted or discard/delete such images before forwarding
photos internally or externally
• If the mission data product is video, review the footage and edit out or obscure any
inadvertent or potential privacy concerns prior to forwarding internally or externally
• Retain mission video (low resolution) on a local hard drive of the data processing
computer to verify positioning of the camera if any privacy concerns are raised by the
public

PARD “D” REFERENCES

• https://eng.lacity.org/sites/g/files/wph726/f/BOE%20UAS-Operations-Manual%20v1.6%20%20Final.pdf
• https://docs.px4.io/master/en/getting_started/flight_modes.html
• https://ftp.dot.state.tx.us/pub/txdot-info/avn/uas/user-manual.pdf
• https://www.cad.gov.hk/reports/UAS_operations_manual.pdf
• https://www.vus.virginia.gov/media/governorvirginiagov/virginia-unmanned-
systems/pdfs/sops/caroline/Caroline-County-Virginia-UAS-Operations-Manual-Jan-2019-ed.pdf
• https://www.swansea.ac.uk/media/Swansea-University---Operations-Manual-ver2.1.pdf
• file:///C:/Users/marsr/Downloads/GOVPUB-C13-a623c1c45217738f3ca057ebc84b5763.pdf
• file:///C:/Users/marsr/AppData/Local/Microsoft/Windows/INetCache/Content.Outlook/26TYDF94/AERO
MAPPER%20TALON%20USER%20MANUAL%20V6%20(1).pdf

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