UAS Operations for Emergency Management - User contributions [en]

UAS in EM Standard Operating Guide

2019-02-26T00:24:33Z

Dmerrick: /* Weather and Time of Day */

'''SOG Version 1.6 | 25 FEB 19'''
==Introduction==
'''SOG Section 1 - Introduction'''
===Overview===
The Center for Disaster Risk Policy (CDRP) at Florida State University established the Unmanned Aircraft System research project to assess and improve the usability of small unmanned aircraft systems in the context of state, local, and federal disaster management. This project examines UAS hardware, software, policies and procedures, data collection methodologies, and crew training and education to develop best practices for UAS applications in emergency management. Governments and organizations at all levels are expressing interest in how UAS can be applied to emergency management processes, including mitigation, preparedness, response and recovery.

The Center for Disaster Risk Policy (CDRP) is the applied and field research arm of the Emergency Management and Homeland Security Program (EMHS) at FSU, and CDRP faculty and staff have decades of operational emergency management, communications, and information technology experience. CDRP Faculty and Staff, in conjunction with EMHS students have deployed UAS for a variety of emergency and disaster related projects, including risk reduction projects in Haiti and Belize, as well as hurricane response efforts in Florida and Texas. The CDRP UAS Team has worked with Florida Urban Search and Rescue (US&R) Task Forces in both exercises and real-world deployments.

===Purpose of this Document===
This Standard Operating Guide includes all non-aircraft specific information and operational guidelines for CDRP personnel operating a UAS.

Further, this document may be used as a template for any entity conducting UAS operations in support of emergency or disaster response agencies. This document is open source and available to anyone who may need it.

===Authors===
David Merrick, Jarrett Broder, Rob McDaniel, Jessica Weins, Tanya Shannon, Laura Hart, and Abra Kinch

===Published Location===
This guide and all supporting documents is published at http://uas.cdrp.net

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==Administration==
'''SOG Section 2 - Administration'''
===Administrative Control===
This unmanned aircraft system research project is under the administrative control of the Center for Disaster Risk Policy at Florida State University. All research and operations must comply with CDRP polices and procedures, University policies and procedures, as well as state, local and federal laws and regulations.

The CDRP UAS research project director is David Merrick - dmerrick at em fsu edu.

===Authority to Task===
Only the Director of the Center for Disaster Risk Policy at Florida State University or their delegates have the authority to task or assign any UAS resources (including but not limited to aircraft, personnel, or equipment) to any project, mission, or other assignment.

===Maintenance of this Document===
The CDRP UAS Standard Operating Guide is maintained and updated by the faculty/staff of CDRP and approved for publication by the Director of CDRP.

===Coordination with the Federal Aviation Administration===
For purposes of correspondence with the FAA, to include (but not limited to) aircraft registration, Certificate of Authorization (COA) applications, incident reporting, operational reporting, etc., this research program should be identified as:

:Center for Disaster Risk Policy
:Florida State University
:113 Collegiate Loop
:Bellamy 638
:Tallahassee, FL 32306-2250
:850.644.9961
:uas@em.fsu.edu

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==Unmanned Aircraft Systems Limitations and Requirements==
'''SOG Section 3 - UAS Limitations and Requirements'''
===Limitations and Requirements Overview===
All UAS operated by CDRP faculty, staff or students will meet the following requirements and limitations, without exceptions.

These limitations and requirements are in effect to ensure safe operation of the UAS and ensure the safety of the crew, onlookers and other personnel not directly involved in the operation.

These requirements are derived from 14 CFR Part 107, FAA Certificate of Authorization requirements, University guidelines, and Section 333 of the FAA Modernization and Reform Act of 2012.

===Weight===
The UAS will weigh less than 55lbs. at takeoff. This is gross weight (or 'all up' weight) including fuel sources (battery) and mission payload.

===Performance and Altitude===
The UAS will not exceed 86 knots of ground speed during flight. This equates to 100mph or 44m/s.

The UAS will not exceed 400' AGL unless specifically authorized by the FAA or if operated within the parameters of 14 CFR Part 107.

===Preflight Inspection===
Prior to any UAS flight, the Remote Pilot in Command (RPIC) will conduct a thorough inspection of all components of the UAS, including the air vehicle, ground control station, and communication devices. Systems not found to be in condition for safe flight or operation will not be utilized. Determination of 'safe flight or operation' rests with the RPIC.

Any discrepancies found during pre-flight inspections should be logged in the aircraft logbook.

===Minimum Crew===
All UAS operations will be conducted by a Remote Pilot in Command (RPIC) and at least one (1) Visual Observer (VO) or one (1) Aircraft Operator (AO), for a minimum crew of two (2). The RPIC has the final authority and responsibility for the safe operation of the UAS and the safety and well-being of UAS crewmembers. While not required a third crewmember (in either the VO or AO crew position) is recommended for safe operations.

===Failsafe/Lost Link Mode===
All UAS must be equipped with a failsafe/lost link mode in case of primary control link failure. This failsafe or lost link mode should return the aircraft to the launch point without requiring human intervention. Specific mission profiles may require a different failsafe mode to ensure the safety of persons on the ground.

===Flight Termination Option===
Each UAS should be equipped with an in-flight termination option. This would immediately kill power to the aircraft, resulting in an immediate and uncontrolled decent into terrain. Flight termination modes are not a replacement for lost link or failsafe modes. Flight termination should only be carried out when it is the only option to prevent injuries to bystanders or other persons not involved in the operation. Crew members should be briefed on how to initiate flight termination, as well as the effects of flight termination, before every sortie.

===Emergency Procedures Defined===
All UAS must have documented emergency procedures covering (at a minimum): engine or power failure; fire; loss of control link; loss of GPS; loss of telemetry data link; loss of video downlink. Emergency Procedures will be detailed in the Pilot's Operating Handbook as required in this SOG.

===Flight Controls===
All UAS must have a Primary Flight Controller (PFC) allowing the pilot manual (or a close approximation of manual) control over the aircraft. All UAS must have an autopilot capable of autonomous and user-directed flight.

The PFC must be in the immediate control of the Remote Pilot in Command at all times. "Immediate control" allows for persons other than the RPIC to manipulate the controls, however, the RPIC must remain in a position to retake controls in the event of an unsafe condition or emergency.

===Required Flight Modes/Autopilot Modes===
Each aircraft and autopilot combination provides different flight control modes. While the aircraft or autopilot may provide additional modes, the following are required:

* Manual/Stabilized/Atti Mode - Allows the pilot or pilot-in-command to manually control the aircraft. This mode may provide stabilization if required (as on a multi-rotor).
* Loiter/GPS Mode - Allows the aircraft to hold lateral position and altitude with minimal pilot input. Fixed-wing aircraft may circle a specific point.
* Return to Launch (RTL) or Return to Home (RTH) - Directs the aircraft to begin an automated least-time/least-distance return to the launch point. Useful as a failsafe mode, but not encouraged in normal operations. Obstacle avoidance it permitted in this mode.

===Battery Reserve===
Battery voltage is the 'fuel' for electric UAS. With this in mind, all UAS flights will end while the aircraft maintains a 20% battery reserve. Battery voltage and capacity should be measured using voltage of the battery per the aircraft POH.

===Aircraft Markings===
All UAS must be registered with the FAA. All aircraft must display the corresponding registration number (N-number or FA-number) in a permanent fashion so that it is visible while the UAS is on the ground.

UAS must show an external identifier of "Florida State University".

===Aircraft Documentation===
Each UAS will have a Pilot's Operating Handbook (POH) specific for the model. The POH will be located with the Ground Control Station and will be familiar to each crewmember.

The POH will include all documentation required by this SOG and will be available for inspection during all UAS operations.

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==Crewmembers==
'''SOG Section 4 - Crewmembers'''
===Crewmembers Defined===
UAS crewmembers constitute any personnel responsible for the safe operation of the unmanned aircraft, support systems, payload, or coordination systems. Crewmembers are classified into one of the following positions: Remote Pilot-in-Command, Aircraft Operator, Sensor Operator, Visual Observer.

'''The required positions for all UAS flights are Remote Pilot-in-Command and either a) Visual Observer, or b) Aircraft Operator.''' Other positions may be added to a flight if mission requirements and workload dictate.

===Remote Pilot-in-Command===
The Remote Pilot-in-Command (RPIC) flies the aircraft and is the final authority on all aspects of the UAS operation. The RPIC is responsible for all aspects of the UAS operation and supervises the Visual Observer, Aircraft Operator, and/or Sensor Operator. For purposes of clarification - the Remote Pilot-in-Command is the equivalent of the (manned) Pilot-in-Command position defined in 14 CFR Part 61, Part 91, and elsewhere.

====Remote Pilot-in-Command Required Standards====
*The RPIC must possess a current Part 107 Remote Pilot Certificate, or meet the minimum pilot standards as stated in the FAA-issued Certificate of Authorization (COA) being utilized to conduct flight operations.
*The RPIC must have met the knowledge and practical standards in the document [[UAS in EM Operator/Remote Pilot Standards]]

====Remote Pilot-in-Command Currency Requirements====
*Prior to current UAS operations, the RPIC will have logged a minimum of 2 hours as a UAS pilot and 3 take offs and 3 landings in the preceding 90 days. This is total time, not in a specific aircraft.

===Aircraft Operator===

The Aircraft Operator (AO) operates the UAS autopilot and autonomous systems. The aircraft Using these systems, the AO may control the aircraft using waypoint navigation or guided mode. The AO assists with the launch and recovery of the aircraft and coordinates with the Sensor Operator if assigned.

===Visual Observer===

The Visual Observer (VO) acts as a second set of eyes for the Pilot-in-Command and ensures safe operation of the UAS. This includes ensuring separation of UAS operations from manned aviation activity, enforcing minimum safe distances of bystanders and observers, and safe interaction of the crew. The VO assists with launch and recovery of the aircraft.

===Sensor Operator===

The Sensor Operator (SO) operates the UAS payload and/or sensors, including EO/IR cameras, digital still cameras, atmospheric sensors, or any other payload. The SO assists with the launch and recovery of the aircraft and coordinates with the Aircraft Operator if assigned.

===Training and Proficiency===

CDRP UAS crew will maintain proficiency through periodic training and proficiency flights.

Pilot-in-Command, Aircraft Operator, and Visual Observer must demonstrate proficiency in knowledge and practical standards every 90 days.

(((EXPAND)))

===Crew Flight Logs===

All crew are required to maintain accurate logs of all time associated with UAS flights. This includes, but is not limited to; time as Pilot-in-Command, time as Aircraft Operator, time as Visual Observer, time as Sensor Operator, and time as an instructor.

Flight logs should be consolidated once per calendar month, stored electronically in a centralized location, and reviewed periodically for accuracy and completeness.

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==Flight Environment==
'''SOG Section 5 - Flight Environment'''
===Airspace===
UAS Flights will primarily occur in Class G airspace. No operations will be conducted in Class A or Class B airspace. Operations in Class C and Class D airspace will only occur with prior approval of the FAA.

Operations within five (5) nautical miles of a non-towered airport will require approval from the airport authority prior to operations commencing.

''See Appendix A - Post Disaster Airspace Management and Coordination for more information regarding UAS operations during or after an emergency or disaster.''

(((EDIT)))

(((ADD))) Airspace deconfliction.

===Line of Sight===
All UAS will be flown within the visual line of sight of the Pilot in Command and Visual Observer. Visual line of sight must be unaided through optical or electronic means (outside of standard prescription contact lenses or glasses).

(((EXPAND))) Add mitigation and corrective actions.

===Altitude===
All UAS flights will be conducted at or below 400' AGL.

(((EXPAND)))

(((ADD))) Add 107 rules, but demonstrate that allowances are only for 107 ops. Discuss minimum altitudes for safety/clearance. Tie this to nighttime mitigation factors.

===Weather and Time of Day===
All UAS flights will operate at least 500 feet below or 2,000 feet horizontally from clouds. All UAS flights will be conducted when visibility is at least 3 statute miles from the Pilot in Command and Visual Observer.

All UAS flights will occur during daylight hours.

(((EXPAND: Nighttime operations)))

===Flight Risk Assessment===
Crew will conduct a thorough risk assessment prior to each UAS sortie. Factors considered will include weather, location, mission parameters, crew capacity and operational tempo.

The CDRP Risk Matrix tool is located in Appendix E - Risk Matrix.

===Preflight Briefing===
Prior to all UAS flights, sorties, or missions, a thorough preflight brief will be conducted for all crewmembers, observers and other participants. This briefing will include, at a minimum:

* Crewmember assignments
* Aircraft and payload summary
* Mission or purpose of flight
* Description of the mission or flight area
* Duration
* Weather
* Identification of coordinating/controlling agencies, entities, etc.
* Communications plan, including crew and outside communications
* Hazards to the aircraft and crew
* Description of primary launch and recovery area (LRA) and any alternate LRA's

===Launch and Recovery Areas===
Launch and Recovery Areas (LRAs) will be selected based on the requirements of the aircraft and the mission. LRAs must be located on property the UAS crew has a legal right/permission to access, and must provide a safe area to operate for the crew, observers, and aircraft.

LRA's must be clear of overhead power lines, telecommunication lines, and other obstacles.

===Operations Over People and Property===
The UAS will not be operated directly over any person at an altitude that is hazardous to the persons below in the event of a failure of the UAS or associated systems.

===Yield to Manned Aviation===
All UAS operations must remain clear of and immediately yield to manned aircraft operations. This includes ultra-light aircraft, parachutists, balloonists, parasailing activity, hang gliders, etc.

===Battery/Fuel Reserve===
All UAS will land with a 25% reserve battery power. This reserve may be used at the discretion of the pilot-in-command only to ensure safety of flight as well as people/material on the ground.

===Privacy===
UAS will not capture or retain imagery of private property or persons where doing so would violate a reasonable expectation of privacy.

For operations in the State of Florida, all flights will be conducted in compliance with State statute 934.50 "Searches and seizure using a drone."

===Stationary Ground Control Station===
UAS operations will only be conducted from stationary locations. The PIC or ground control station will not be located in a moving vehicle.

===Sterile Cockpit===
During critical flight operations, such as launch and recovery, the UAS crew will ensure that a 'sterile cockpit' is enforced around the ground control station. Sterile cockpit means that no extraneous conversation or non-essential activities will occur.

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==Maintenance==
'''SOG Section 6 - Maintenance'''
===Airframe Log===

All maintenance performed on UAS will be logged in the UAS airframe logbook. Each entry will include, at a minimum: the person performing the maintenance action, date, description of the maintenance action, and list of parts replaced.

Changes to the firmware, software, or operating system of the aircraft or autopilot must be logged.

===Periodic Inspection===

All UAS airframes will be inspected for damage every calendar quarter. These inspections will be logged in the UAS airframe logbook. This inspection must include: full power test, control surface check, transmitter/receiver range check, and autopilot functionality check.

===Payload Changes===

All payload changes will be logged in the UAS airframe logbook. This will included routine swaps of previously flown payloads.

===Bench and Acceptance Testing===

Any activity that changes the operational and/or flight characteristics will require that the UAS undergo bench and flight acceptance testing prior to further use.

Bench testing may be accomplished without propellers or rotors to ensure expected operation of autopilots, control surfaces, servos, etc. Bench testing should be performed before flight acceptance testing.

Flight acceptance testing must be performed prior to operational or research use. Flight testing should be conducted in a remote and secure location, with a limited crew exposure to the untested aircraft.

Changes to any of these systems requires bench and flight testing:

* Structural components of the airframe
* Motors
* Electronic speed controllers
* Power distribution systems
* Radio control transmitter or receiver
* Autopilot or flight controller
* Propellers (reconfigure only)

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==Permissions and Certifications to Fly==
'''SOG Section 7 - Permissions and Certifications to Fly'''
===Certificate of Authorization===

CDRP will obtain an Air Traffic Organization (ATO) issued Certificate of Authorization (COA) prior to conducting UAS operations for any purpose. This COA may be obtained for a Public Aircraft of flight operations that are a public good, or under a valid Section 333 exemption for commercial activities.

===Emergency Certificate of Authorization===

When operating in support of an emergency response or recovery effort, an Emergency Certificate of Authorization (E-COA) may be obtained from the FAA. The E-COA will authorize existing airframes and/or systems defined in an existing COA to operate in new airspace under specified guidelines.

The E-COA process requires the authorization of a response or recovery agency.

===Notice to Airmen===

If required by the COA, CDRP will request a Notice to Airmen (NOTAM) 48 to 72 hours in advance of UAS operations.

===Plan of Activities===

CDRP will provide a written Plan of Activities to the local ATO office with jurisdiction over the area encompassing the UAS operations. This written plan will be submitted as early as feasible prior to the commencement of UAS operations. CDRP will also make public the Plan of Activities on the website http://cdrp.net.

The Plan of Activities will include (at a minimum):

* Dates and times of UAS operations
* Contact name and phone number for the UAS pilot-in-command
* Make, model and N-number of the UAS to be flown
* Name and FAA certificate number of the UAS PIC
* Statement that the CDRP has obtained permission from the property owners and/or local officials to conduct the flight.
* Signature of exemption holder or representative
* A description of the flight activity, including maps and diagrams of the activity.

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==Appendices==
'''SOG Section 8 - Appendicies'''

*'''[[Appendix A - Post Disaster Airspace]]'''
*'''[[Appendix B - UAS Missions and Applications]]'''
*'''[[Appendix C - UAS Capabilities Outline]]'''
*'''[[Appendix D - Risk Matrix]]'''
*'''[[Appendix E - Acronyms and Glossary]]'''

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===Post-Disaster Airspace===
Flight operations, manned and unmanned, in post-disaster airspace are complicated and potentially dangerous. As such, close coordination between FAA ATO, the SERT Air Operations Branch and the UAS operator are critical. When operating in these environments, UAS crews should maintain a sterile cockpit at all times.

====UAS Coordination====
UAS flights supporting disaster response and/or recovery will occur only after coordination with and approval by the responsible Air Operations Branch at the city, county or state level. During all post-disaster UAS operations, CDRP will designate a UAS Coordinator as the direct contact to the Air Operations Branch. The UAS Coordinator will be co-located with the Air Operations Branch whenever practical.
====Airspace Deconfliction====
UAS operations need to be in compliance with the FAA Airspace Management Plan for Disasters (AMP). This is accomplished within the Air Operations Branch.

The standard FAA AMP calls for rotary wing search and rescue (SAR) and rotary wing sling load operations to occur between the surface and 500' AGL. This is in direct conflict with the typical airspace for small UAS operations. Therefore, it is recommended that UAS operations be segregated from active rotary wing SAR and sling load operations.

Pilots of manned aircraft are not likely to see a UAS at low altitude. Therefore it is the responsibility of the UAS crew to see and avoid manned aircraft at all times. UAS are required to always yield to manned aircraft.

UAS segregation should occur using three factors: geographic, altitude, and date/time. UAS flights should be authorized only in specific airspace, from the surface to a specific altitude (typically 400' AGL or less) and in specific date and time blocks. All altitude coordination with the AOB or ATC must be done in feet (English).

====Air Operations Branch Communication====
UAS crew must notify the AOB via telephone prior to launch of a UAS and again upon recovery. If the duration of the UAS sortie is to exceed 20 minutes, the UAS crew must notify the AOB every 20 minutes of the aircraft status, location, airspeed and altitude.

====Local Traffic Radio Communication====
The UAS crew must advise local air traffic via the established CTAF (Common Traffic Advisory Frequency) every 20 minutes of UAS position, airspeed and altitude. In case of operations near towered airports, these CTAF reports will be made to the local ATC controlling the airspace. In operations away from towered airports, CTAF calls will be made "in the blind" in the same manner as manned aircraft notify local traffic of activities in and around the traffic pattern of uncontrolled airports.
A.5 - Airspace Exceptions

In a post-disaster environment, particularly when a Temporary Flight Restriction (TFR) has been issued by the FAA, UAS Flights may occur in any type of airspace authorized by the FAA and the Air Operations Branch.

===UAS Mission Profiles===
UAS operations can support several missions typically managed by the Florida SERT Air Operations Branch (AOB), including '''Incident Awareness and Assessment (IAA), Aerial imagery''' and '''Airborne search and rescue'''. These activities support the AOB defined mission priorities of reconnaissance, property protection, environmental protection, and lifesaving.

To accomplish these activities, UAS operations can be broken down into several UAS mission types applicable to emergency management. Each of these UAS mission types has payload requirements as well as specific products - the output of the mission. By understanding the products of each of these mission type, managers can apply an appropriate mission to an activity and/or priority.

Some aircraft and payload combinations allow for the payload to be configured in flight to accomplish different mission types. Others require the payload to be configured on the ground, prior to launch, and is not changeable in flight.

A specific mission profile is capable of generating specific products and outputs. Further, each mission profile has set requirements in the context of airframe, payload, supplemental equipment, and crew.

====Still Imaging====
Still image collection can capture either vertical or oblique imagery.

Vertical still images (also called nadir images) are taken with the camera oriented so that it is pointed straight down (vertically) at the ground. Each image captured is what appears directly below the aircraft. No horizon is visible. Vertical still images look like small parts of a map, and provide roughly consistent scale across the entire image. The vertical perspective also makes the measurement of direction and distance possible on the raw photo.

Oblique still images are taken with the camera oriented horizontally or at an angle other than vertical. High angle oblique images have the apparent horizon visible in the image, while low angle oblique images do not. Oblique images have some significant advantages over vertical images. At similar altitudes, oblique images show more area than a vertical image, though perspective creates significant distortions in scale and distance. Oblique images also can show features that are not visible in vertical images, such as walls of buildings.

The camera may be configured to capture images on a timed cycle using an intervalometer or it may be connected to the aircraft autopilot to capture images spaced by a set distance, such as every 50 meters. Further, some payloads and/or cameras may allow the operator to trigger the camera manually.

To be effective in this mission, all images must be tagged with the geographic coordinates of the camera when the image was taken. To accomplish this, the camera should either have an integrated global positioning system (GPS) or the images may be geocoded using autopilot logs during post-flight processing.

Note that oblique still images cannot be used to create ortho-rectified mosaics or maps.

'''Requirements'''
* Still imaging payload or camera, including any required stabilization mounts (anti-vibration, gimbal, etc.) and recording media (SD Card, etc.)
* Transmitter for imaging feed to ground control station
* Receiver and monitor for imaging feed
* GPS logging of aircraft position during flight

'''Products or Outputs'''
* Still images
* Still images with geographic representation
* Ortho-rectified mosaic
* Digital maps
* Printed maps
* Digital elevation models

====Video Imaging====

Video image collection can capture either vertical or oblique imagery. Classification of video as vertical or oblique follows the same guidelines as described in '''Still Imaging.'''

For the highest quality video imagery the camera should be stabilized using a brushless gimbal that negates or reduces the apparent movement of the aircraft.

Embedding location coordinates in video imagery is not possible in the same way it is accomplished in still imagery. Geographic information (location information) from the aircraft's autopilot flight logs may be synced to the video file in post-processing to illustrate the location of the video.

Video imaging may include live video transmitted to the ground in addition to video recorded and stored on the aircraft.

'''Requirements'''
* Video imaging payload or camera, including any required stabilization mounts (anti-vibration, gimbal, etc.) and recording media (SD Card, etc.)
* Transmitter for imaging feed to ground control station
* Receiver and monitor for imaging feed in ground control station
* GPS logging of aircraft position during flight

'''Products or Outputs'''
* Live video
* Post-mission video
* Still images from video
* Pushbroom images from video

====Infrared Imaging====

Infrared image collection can capture either vertical or oblique video imagery in the near infrared spectrum. Classification of infrared imagery as vertical or oblique follows the same guidelines as described in '''Still Imaging.'''

For the highest quality infrared imagery the camera should be stabilized using a brushless gimbal that negates or reduces the apparent movement of the aircraft.

Embedding location coordinates in infrared video imagery is not possible in the same way it is accomplished in still imagery. Geographic information (location information) from the aircraft's autopilot flight logs may be synced to the infrared video file in post-processing to illustrate the location of the infrared video.

Infrared video imaging may include live video transmitted to the ground in addition to high-definition video recorded and stored on the aircraft.

'''Requirements'''
* IR imaging payload or camera, including any required stabilization mounts (anti-vibration, gimbal, etc.) and recording media (SD Card, etc.)
* Transmitter for imaging feed to ground control station
* Receiver and monitor for imaging feed
* GPS logging of aircraft position during flight

'''Products or Outputs'''
* Live infrared video
* Post-mission infrared video
* Still images from infrared video
* Pushbroom images from infrared video

====Low Level Corridor Imaging====

Low level corridor imaging is a specialized video imaging mission profile intended for flood assessment in streets with limited overhead clearance due to trees and power lines.

'''Requirements'''
* Video imaging payload or camera, including any required stabilization mounts (anti-vibration, gimbal, etc.) and recording media (SD Card, etc.)
* Video camera suitable for navigation and obstacle clearance (First Person View camera)
* Transmitter for imaging feed to ground control station
* Receiver and monitor for imaging feed in ground control station
* GPS logging of aircraft position during flight
Products of Video Imaging Mission Profile
* Live video
* Post-mission video
* Still images from video

====Life Safety Equipment Deployment====

[ in development ]

===UAS Data Processing===
Once the UAS sortie is complete, the data collected must be processed into a usable product. That product must then be distributed (made available in some way) to the end user. This Annex serves as a base document to discuss the post-mission processing and distribution required for a variety of UAS mission types.

To support the distribution of products, the following items/services are required:

* High-speed (broadband) internet access such as 4G or WiFi
* An internet Content Management System (CMS) such as WordPress, Mura, or Google Sites. (Google Docs may be used in this role).
* A Google account capable of supporting Google Hangouts, YouTube streaming, Google Photos, Google My Maps, and Picasa Web Albums
* The following software packages installed and configured on the computer to process photos and videos:
** Google Picasa (https://picasa.google.com/)
** Google Chrome (http://www.google.com/chrome/) (Highly recommended)
** Google Earth Pro (https://www.google.com/earth/download/gep/agree.html)
** Skitch by Evernote (https://evernote.com/skitch/)
** GPicSync (https://github.com/metadirective/gpicsync)
** Garmin VIRB Edit (http://www.garmin.com/en-US/shop/downloads/virb-edit)
** Agisoft Photoscan Pro

====Still Images (with Geographic Representation)====

Still images are the simplest of all UAS products. They can be processed to remove distortion or simply distributed ‘raw’ as they are downloaded from the aircraft.

All camera payloads are capable of capturing still imagery either on command from the pilot or via an intervalometer script or device.

'''Processing Workflow'''

# Create directory structure to contain mission images
# Create map and description of the mission area in Google Maps.
# Publish map and mission description to CMS.
# Download still images from the aircraft and clear the aircraft memory card.
# Geolocate images
# If the camera payload contains GPS functionality (such as a Garmin VIRB) then images are geolocated automatically. No further action is required. Skip to step 9.
# Images captured with a non-GPS camera (such as a Canon SX260 or GoPro Hero 4) must have the coordinates of the location the image was captured at written into the file. This can be accomplished by synchronizing the autopilot flight log and the captured images using software such as GPicSync.
# Verify image location data.
# Location information in the images should be reviewed for accuracy.
# Save mission photo set into the appropriate directory structure
# Import mission photo set into Picasa as a Album
# Initial exploitation - delete unnecessary photos, etc.
# Post-process images for color correction or to correct lens distortion (optional)
# Watermark images (optional)
# Upload to Picasa Web Albums, confirm sharing settings (set to Limited).
# Publish link to Picasa Web Album to CMS, notify of availability of initial imagery.
# From Picasa Web Album page, save the album’s KML file.
# Publish KML to CMS, notify of availability.
# Secondary exploitation - Mark and identify features, issues, etc. using Skitch.
# Add annotated photos from Skitch to Picasa album.
# Upload annotated photos to Picasa Web Albums.
# Publish notes about annotations to CMS, notify of availability of exploited imagery.

'''Distribution'''

End user access to the still images is available via the Content Management System and Picasa Web Albums. The images can also be distributed via USB drive, CD-ROM, or other removable media.

====Ortho-rectified Mosaic====

During post flight processing, the geo-tagged still images can be stitched together using software to create an ortho-rectified mosaic image of the entire area covered by the flight, creating a pseudo-map. This process can be time consuming and creates large datasets, which may be difficult to distribute via the internet. Ortho-rectified mosaics are too large to be distributed via most email systems.

Ortho-rectified mosaics (referred to as ‘orthos’ from here on) are useful for analyzing large areas and are easier to understand than a collection of still images (such as the Still Images product).

'''Processing Workflow'''

# At a minimum, perform Steps 1 through 7 of the Still Images Processing Workflow. Recommended that all steps in the Still Image Processing Workflow be completed prior to this workflow being started.
# Load photos into Agisoft Photoscan Pro and process to obtain a JPG or PNG format Orthophoto. This process will take considerable time!
# Publish notes about orthos to CMS, notify of availability of orthos.

'''Distribution'''

End user access to the processed orthophoto will be via USB drive or other removable media. In some situations, it may be possible to provide online access to the orthophoto via FTP or other web services, but this will require excellent IT infrastructure to accomplish.

====Digital Maps====

Digital maps may look and feel like an ortho-rectified mosaic, but they contain editorialized information. Utilizing the ortho-rectified mosaic image, geographical information system (GIS) software can create full featured maps for distribution via print or electronic means (internet delivery). This process is manual and may take considerable time (days) during post-processing.

'''Processing Workflow'''

# At a minimum, perform Steps 1 through 7 of the Still Images Processing Workflow. Recommended that all steps in the Still Image Processing Workflow be completed prior to this workflow being started.
# Perform the Ortho-rectified Mosaic workflow.
# Using ArcGIS, QGIS, TileMill or similar software packages (not prescribed here), create digital map products from the created ortho.
# Using a digital map tile creation tool, publish the resulting map tiles on the internet.
# Publish notes about maps to CMS, notify of availability of map products.

'''Distribution'''

Digital map tiles, once published online, can be utilized by a variety of digital tools on desktop and mobile platforms.

====Digital Elevation Model====

During post flight processing, vertical still images can be used to create a three-dimensional model of the area observed. This model can be utilized as a Digital Elevation Model or used to create contour lines on a map. This process takes considerable processing time and may require detailed ground surveys to occur simultaneously with original flight(s).

'''Processing Workflow'''

# At a minimum, perform Steps 1 through 7 of the Still Images Processing Workflow. Recommended that all steps in the Still Image Processing Workflow be completed prior to this workflow being started.
# Perform the Ortho-rectified Mosaic workflow.
# In PhotoScan Pro, Generate a Digital Elevation Model (DEM) file.
# Upload the DEM file to the CMS and publish link.
# Publish notes about DEM to CMS, notify of availability of DEM products.

'''Distribution'''

Digital Elevation Model files are relatively small in size, and can be distributed online (as in the workflow above) or via any USB or removable media.

====Live Video (Color or IR)====

Live video, transmitted from the aircraft to the ground while in flight, is a valuable decision making tool. Live Video can be combined with just about any mission type, even if the primary mission is not to shoot video.

This process utilizes YouTube’s Live Streaming capability. This tool provides for live broadcast of a video stream, as well as an immediate archive of the video after the live broadcast ends. Access to the video can be restricted via obfuscation (viewers must have the URL) or access control - users must sign in via username and password.

Live video transmission to the ground station is standard definition (SD, 640x480 pixels) when originating from the 3DR Iris+, FireFLY6, or 3DR Y6. Live video is high definition (720p, 1280x720 pixels) when originating from the DJI Phantom 3 Advanced or DJI Inspire 1

Live video is only possible while the aircraft and payload are within transmission range of the ground station.

Live video requires broadband internet at the Ground Control Station - preferably 4G or LTE service. There will be a delay in the video stream of between 30 and 60 seconds.

'''Processing Workflow'''

# Create map and description of the mission area in Google Maps.
# Publish map and mission description to CMS.
# Prior to flight, test video downlink.
# Connect USB video capture device to laptop used to process/transmit video.
# Connect video receiver on the ground to the USB capture device inputs.
# UAS Crew utilizes receiver/monitor in the Ground Station to monitor the aircraft and provide real-time assessment and planning.
# Launch YouTube Dashboard (https://www.youtube.com/dashboard) in Google Chrome
# Schedule a new “Live Streaming Event”, using the “Quick” (Google+ Hangouts on Air). Set privacy to “Unlisted” or “Private”. Title and description must be completed and should include reference to the mission identifier, date and time.
# Click ‘Go Live Now’. This will launch Google+ Hangouts On Air.
# Select the USB capture device as the input for the Google Hangout video. The video from the UAS should now be displayed on the screen.
# Click ‘Start Broadcast’.
# During the mission, the Hangout Toolbox can be used to display text information over the video, or to replace the video with still images.
# From the YouTube Dashboard, get the URL of the Live YouTube stream.
# Publish link to the CMS, notify of availability of live video imagery.
# At the conclusion of the flight, shut down the live stream.
# Modify the link on the CMS to indicate the link is no longer live, but an archived version of a previously live video.
# Publish notes about video to CMS, notify of availability of archived video imagery.

'''Distribution'''

All distribution of the live video is via the internet.

====Post-Mission Video (Color or IR)====

In situations where internet access is not available, video can be recorded in-flight and processed and distributed after the sortie or mission. This mission is not dependent on the Live Video mission type - it can be run simultaneously or stand alone.

Unlike Live Video, Post-Mission Video is always high-definition, typically 1080p resolution.

'''Processing Workflow'''

# Create directory structure to contain mission video.
# Create map and description of the mission area in Google Maps.
# Publish map and mission description to CMS.
# Download video from the aircraft and clear the aircraft/payload memory card.
# Download the autopilot log for the flight.
# Synchronize the video to the log and create location visualizations using Garmin VIRB Edit or similar software.
# Initial exploitation - edit video to remove unnecessary segments (launch, landing, etc.)
# Downsample video to minimum acceptable resolution
# Upload video to Google Drive
# Publish link to Google Drive video to CMS, notify of availability of processed video.
# Publish notes about video to CMS.

'''Distribution'''

Final processed videos may be very large, depending on resolution and duration. Videos should be uploaded to Google Drive as soon as practical but lack of bandwidth may delay this process. Post-Mission Video can also be distributed via USB drive or other removable media. In many cases, this may be the preferred method.

====Still Images from Video (Color or IR)====

During processing of Post-Mission Video, it may be desirable to capture still images from the video file. This can be accomplished using a variety of techniques, from dedicated software to taking a screenshot of the video while paused.

Once the images are captured, they can be processed as Still Images as described in '''Still Images (with Geographic Representation)''' manual geotagging will be required.

===UAS Capabilities Outline===

These figures should be used for rough planning purposes only.

====3DRobotics IRIS+ Multirotor====

:'''Endurance:''' 11 minutes (with reserve)
:'''Inventory''': 5 aircraft
:'''Missions:''' Still imagery, video imagery (live SD and post-processed), Life safety drop
:'''Minimum Crew:''' 2
:'''Coverage at 400' AGL: '''19 acres (.075 sq. km. / 7.5 hectares)
:'''Coverage at 200' AGL:''' 9.5 acres (.038 sq. km. / 3.85 hectares)

====3DRobotics Y6 Multirotor====

:'''Endurance:''' 11 minutes (with reserve)
:'''Inventory:''' 1 aircraft
:'''Missions:''' Still imagery, video imagery (live SD and post-processed)
:'''Minimum Crew:''' 2
:'''Coverage at 400' AGL:''' 19 acres (.075 sq. km. / 7.5 hectares)
:'''Coverage at 200' AGL:''' 9.5 acres (.038 sq. km. / 3.85 hectares)

====Swift Radioplanes Lynx UAS Fixed-Wing====

:'''Endurance:''' 80 minutes (with reserve)
:'''Inventory:''' 1 aircraft
:'''Missions:''' Still imagery (Nadir)
:'''Minimum Crew:''' 2, 3 Preferred
:'''Coverage at 400' AGL: '''1112 acres (4.5 sq. km. / 450 hectares)
:'''Coverage at 200' AGL:''' 556 acres (2.25 sq. km. / 225 hectares)

====DJI Inspire 1 Multirotor====

:'''Endurance:''' 18 minutes
:'''Inventory:''' 1 aircraft
:'''Missions: '''Still imagery, video imagery (live HD and post-processed)
:'''Minimum Crew: '''2
:'''Coverage at 400' AGL:''' 30 acres (.12 sq. km. / 12 hectares)
:'''Coverage at 200' AGL:''' 15 acres (.06 sq. km. / 5 hectares)

====DJI Phantom 3 Advanced Multirotor====

:'''Endurance:''' 20 minutes
:'''Inventory:''' 1 aircraft
:'''Missions:''' Still imagery, video imagery (post-processed only)
:'''Minimum Crew:''' 2
:'''Coverage at 400' AGL:''' 30 acres (.12 sq. km. / 12 hectares)
:'''Coverage at 200' AGL:''' 15 acres (.06 sq. km. / 5 hectares)

===Risk Matrix===

The current EMHS/CDRP Risk Matrix appears below. It can be accessed at:

https://drive.google.com/folderview?id=0B7eEPWQtRx9UfnBGcktYQmdzb1NXemM3N0tmMHlNNE9BR0ZSVG9rVnowZnBiaGNjbmJvOVk&usp=sharing

===Glossary and Acronyms===

====Acronyms====

:'''AGL''' - Altitude above ground level
:'''AO''' - Aircraft Operator
:'''AOB''' - Air Operations Branch
:'''ATO''' - Air Traffic Organization
:'''COA''' - Certificate of Authorization
:'''CTAF''' - Common Traffic Advisory Frequency
:'''FAA''' - Federal Aviation Administration
:'''GCS''' - Ground Control System
:'''IR''' - Infrared
:'''MSL''' - Altitude above mean sea level
:'''NOTAM''' - Notice to Airmen
:'''NM''' - Nautical mile
:'''PFC''' - Primary Flight Controller
:'''PIC''' - Pilot-in-Command
:'''POH''' - Pilot's Operating Handbook
:'''SO''' - Sensor Operator
:'''SOG''' - Standard Operating Guide
:'''TFR''' - Temporary Flight Restriction
:'''UAS''' - Unmanned Aircraft Systems
:'''UAV''' - Unmanned Aerial Vehicle
:'''VO''' - Visual Observer

====Glossary====

:'''Air Operations Branch''' - Branch of the Incident Command System responsible for the coordination and direction of all airborne assets and activities.

:'''Air Traffic Organization''' - Administrative division of the FAA responsible for the safe control of all air traffic in the United States.

:'''Aircraft logbook''' - Logbook for each aircraft detailing flight time, maintenance and repairs.

:'''Aircraft Operator''' - Crewmember responsible for operation of the autopilot and autonomous flight systems.

:'''Certificate of Authorization''' - Authorization from the FAA to operate a UAS for research or public use.

:'''Certificated Pilot''' - A pilot in possession of a valid and current pilot's certificate issued by the FAA or other international aviation authority.

:'''Commercial Pilot Certificate '''- A pilot's certificate valid for commercial operations (for hire).

:'''Crew '''- Personnel required for the safe and effective operation of the UAS.

:'''Failsafe mode '''- Automated mode which is triggered when the UAS loses connection/signal from the GCS and/or PFC. Typically the failsafe mode is 'return to launch'.

:'''Flight''' - One launch to landing cycle of the aircraft and crew.

:'''Ground Control Station''' - Computer, tablet and/or other communications equipment on the ground designed to interface with and control the aircraft and autopilot.

:'''Guided Mode '''- Autopilot controlled flight mode in which the Aircraft Operator clicks on a map interface to direct the aircraft to fly to that location.

:'''Medical Certificate '''- An FAA issued certificate indicating the holder has passed a flight physical and background check. Medical Certificates are issued in three classes, First, Second and Third, and are good for a limited period of time.

:'''Mission '''- One assigned objective for the UAS and crew to accomplish. A single mission may require multiple sorties or flights.

:'''N-Number''' - FAA aircraft registration number. In the United States, all aircraft registration numbers begin with the letter 'N'.

:'''Non-towered Airport '''- An airport without an operating/staffed control tower.

:'''Notice to Airmen''' - A standard method of informing the aviation/pilot community of a special or temporary condition that may impact the safety of flight.

:'''Pilot-in-Command '''- The individual who has final authority and responsibility for the aircraft and crew.

:'''Pilot's Operating Handbook''' - The manual that outlines all aspects of the safe and effective operation of a specific aircraft or UAS.

:'''Private Pilot Certificate''' - A pilot's certificate valid for personal or non-commercial/non-compensated use.

:'''Registration number''' - See N-number

:'''Safety Pilot''' - Pilot or operator of the UAS who utilizes the Primary Flight Control to maneuver (or 'fly') the aircraft. The safety pilot is typically also the Pilot-in-Command.

:'''Sensor Operator''' - Crew member responsible for the configuration and operation of the sensor payload as well as equipment that supports that payload.

:'''Sortie''' - A single flight of the UAS or aircraft.

:'''Temporary Flight Restriction''' - A temporary restriction placed by the FAA on a specific piece of airspace for a specific time. Enforced to ensure the safety of aircraft as well as people on the ground. TFR's are common over a disaster impact area to prevent normal traffic from interfering with search and rescue aircraft, etc.

:'''Towered Airport''' - An airport with an operating and manned air traffic control tower.

:'''Unmanned Aerial Vehicle''' - Acceptable term for an unmanned aircraft. Refers to the aircraft itself.

:'''Unmanned Aircraft System '''- The FAA adopted term for an unmanned aircraft as well as the systems, equipment, and crew that support that aircraft. This is the preferred terminology.

:'''Visual Observer''' - Crew member responsible for ensuring the UAS does not interfere with other aircraft or obstacles.

:'''Waypoint''' - A set of coordinates and altitude entered in the GCS to which the aircraft will automatically fly. Upon reaching the waypoint, the aircraft will typically move to the next sequential waypoint.

UAS in EM Standard Operating Guide

2019-02-26T00:24:08Z

Dmerrick: /* Airspace */

'''SOG Version 1.6 | 25 FEB 19'''
==Introduction==
'''SOG Section 1 - Introduction'''
===Overview===
The Center for Disaster Risk Policy (CDRP) at Florida State University established the Unmanned Aircraft System research project to assess and improve the usability of small unmanned aircraft systems in the context of state, local, and federal disaster management. This project examines UAS hardware, software, policies and procedures, data collection methodologies, and crew training and education to develop best practices for UAS applications in emergency management. Governments and organizations at all levels are expressing interest in how UAS can be applied to emergency management processes, including mitigation, preparedness, response and recovery.

The Center for Disaster Risk Policy (CDRP) is the applied and field research arm of the Emergency Management and Homeland Security Program (EMHS) at FSU, and CDRP faculty and staff have decades of operational emergency management, communications, and information technology experience. CDRP Faculty and Staff, in conjunction with EMHS students have deployed UAS for a variety of emergency and disaster related projects, including risk reduction projects in Haiti and Belize, as well as hurricane response efforts in Florida and Texas. The CDRP UAS Team has worked with Florida Urban Search and Rescue (US&R) Task Forces in both exercises and real-world deployments.

===Purpose of this Document===
This Standard Operating Guide includes all non-aircraft specific information and operational guidelines for CDRP personnel operating a UAS.

Further, this document may be used as a template for any entity conducting UAS operations in support of emergency or disaster response agencies. This document is open source and available to anyone who may need it.

===Authors===
David Merrick, Jarrett Broder, Rob McDaniel, Jessica Weins, Tanya Shannon, Laura Hart, and Abra Kinch

===Published Location===
This guide and all supporting documents is published at http://uas.cdrp.net

[[File:transparent.gif|150px|link=]]
==Administration==
'''SOG Section 2 - Administration'''
===Administrative Control===
This unmanned aircraft system research project is under the administrative control of the Center for Disaster Risk Policy at Florida State University. All research and operations must comply with CDRP polices and procedures, University policies and procedures, as well as state, local and federal laws and regulations.

The CDRP UAS research project director is David Merrick - dmerrick at em fsu edu.

===Authority to Task===
Only the Director of the Center for Disaster Risk Policy at Florida State University or their delegates have the authority to task or assign any UAS resources (including but not limited to aircraft, personnel, or equipment) to any project, mission, or other assignment.

===Maintenance of this Document===
The CDRP UAS Standard Operating Guide is maintained and updated by the faculty/staff of CDRP and approved for publication by the Director of CDRP.

===Coordination with the Federal Aviation Administration===
For purposes of correspondence with the FAA, to include (but not limited to) aircraft registration, Certificate of Authorization (COA) applications, incident reporting, operational reporting, etc., this research program should be identified as:

:Center for Disaster Risk Policy
:Florida State University
:113 Collegiate Loop
:Bellamy 638
:Tallahassee, FL 32306-2250
:850.644.9961
:uas@em.fsu.edu

[[File:transparent.gif|150px|link=]]
==Unmanned Aircraft Systems Limitations and Requirements==
'''SOG Section 3 - UAS Limitations and Requirements'''
===Limitations and Requirements Overview===
All UAS operated by CDRP faculty, staff or students will meet the following requirements and limitations, without exceptions.

These limitations and requirements are in effect to ensure safe operation of the UAS and ensure the safety of the crew, onlookers and other personnel not directly involved in the operation.

These requirements are derived from 14 CFR Part 107, FAA Certificate of Authorization requirements, University guidelines, and Section 333 of the FAA Modernization and Reform Act of 2012.

===Weight===
The UAS will weigh less than 55lbs. at takeoff. This is gross weight (or 'all up' weight) including fuel sources (battery) and mission payload.

===Performance and Altitude===
The UAS will not exceed 86 knots of ground speed during flight. This equates to 100mph or 44m/s.

The UAS will not exceed 400' AGL unless specifically authorized by the FAA or if operated within the parameters of 14 CFR Part 107.

===Preflight Inspection===
Prior to any UAS flight, the Remote Pilot in Command (RPIC) will conduct a thorough inspection of all components of the UAS, including the air vehicle, ground control station, and communication devices. Systems not found to be in condition for safe flight or operation will not be utilized. Determination of 'safe flight or operation' rests with the RPIC.

Any discrepancies found during pre-flight inspections should be logged in the aircraft logbook.

===Minimum Crew===
All UAS operations will be conducted by a Remote Pilot in Command (RPIC) and at least one (1) Visual Observer (VO) or one (1) Aircraft Operator (AO), for a minimum crew of two (2). The RPIC has the final authority and responsibility for the safe operation of the UAS and the safety and well-being of UAS crewmembers. While not required a third crewmember (in either the VO or AO crew position) is recommended for safe operations.

===Failsafe/Lost Link Mode===
All UAS must be equipped with a failsafe/lost link mode in case of primary control link failure. This failsafe or lost link mode should return the aircraft to the launch point without requiring human intervention. Specific mission profiles may require a different failsafe mode to ensure the safety of persons on the ground.

===Flight Termination Option===
Each UAS should be equipped with an in-flight termination option. This would immediately kill power to the aircraft, resulting in an immediate and uncontrolled decent into terrain. Flight termination modes are not a replacement for lost link or failsafe modes. Flight termination should only be carried out when it is the only option to prevent injuries to bystanders or other persons not involved in the operation. Crew members should be briefed on how to initiate flight termination, as well as the effects of flight termination, before every sortie.

===Emergency Procedures Defined===
All UAS must have documented emergency procedures covering (at a minimum): engine or power failure; fire; loss of control link; loss of GPS; loss of telemetry data link; loss of video downlink. Emergency Procedures will be detailed in the Pilot's Operating Handbook as required in this SOG.

===Flight Controls===
All UAS must have a Primary Flight Controller (PFC) allowing the pilot manual (or a close approximation of manual) control over the aircraft. All UAS must have an autopilot capable of autonomous and user-directed flight.

The PFC must be in the immediate control of the Remote Pilot in Command at all times. "Immediate control" allows for persons other than the RPIC to manipulate the controls, however, the RPIC must remain in a position to retake controls in the event of an unsafe condition or emergency.

===Required Flight Modes/Autopilot Modes===
Each aircraft and autopilot combination provides different flight control modes. While the aircraft or autopilot may provide additional modes, the following are required:

* Manual/Stabilized/Atti Mode - Allows the pilot or pilot-in-command to manually control the aircraft. This mode may provide stabilization if required (as on a multi-rotor).
* Loiter/GPS Mode - Allows the aircraft to hold lateral position and altitude with minimal pilot input. Fixed-wing aircraft may circle a specific point.
* Return to Launch (RTL) or Return to Home (RTH) - Directs the aircraft to begin an automated least-time/least-distance return to the launch point. Useful as a failsafe mode, but not encouraged in normal operations. Obstacle avoidance it permitted in this mode.

===Battery Reserve===
Battery voltage is the 'fuel' for electric UAS. With this in mind, all UAS flights will end while the aircraft maintains a 20% battery reserve. Battery voltage and capacity should be measured using voltage of the battery per the aircraft POH.

===Aircraft Markings===
All UAS must be registered with the FAA. All aircraft must display the corresponding registration number (N-number or FA-number) in a permanent fashion so that it is visible while the UAS is on the ground.

UAS must show an external identifier of "Florida State University".

===Aircraft Documentation===
Each UAS will have a Pilot's Operating Handbook (POH) specific for the model. The POH will be located with the Ground Control Station and will be familiar to each crewmember.

The POH will include all documentation required by this SOG and will be available for inspection during all UAS operations.

[[File:transparent.gif|150px|link=]]

==Crewmembers==
'''SOG Section 4 - Crewmembers'''
===Crewmembers Defined===
UAS crewmembers constitute any personnel responsible for the safe operation of the unmanned aircraft, support systems, payload, or coordination systems. Crewmembers are classified into one of the following positions: Remote Pilot-in-Command, Aircraft Operator, Sensor Operator, Visual Observer.

'''The required positions for all UAS flights are Remote Pilot-in-Command and either a) Visual Observer, or b) Aircraft Operator.''' Other positions may be added to a flight if mission requirements and workload dictate.

===Remote Pilot-in-Command===
The Remote Pilot-in-Command (RPIC) flies the aircraft and is the final authority on all aspects of the UAS operation. The RPIC is responsible for all aspects of the UAS operation and supervises the Visual Observer, Aircraft Operator, and/or Sensor Operator. For purposes of clarification - the Remote Pilot-in-Command is the equivalent of the (manned) Pilot-in-Command position defined in 14 CFR Part 61, Part 91, and elsewhere.

====Remote Pilot-in-Command Required Standards====
*The RPIC must possess a current Part 107 Remote Pilot Certificate, or meet the minimum pilot standards as stated in the FAA-issued Certificate of Authorization (COA) being utilized to conduct flight operations.
*The RPIC must have met the knowledge and practical standards in the document [[UAS in EM Operator/Remote Pilot Standards]]

====Remote Pilot-in-Command Currency Requirements====
*Prior to current UAS operations, the RPIC will have logged a minimum of 2 hours as a UAS pilot and 3 take offs and 3 landings in the preceding 90 days. This is total time, not in a specific aircraft.

===Aircraft Operator===

The Aircraft Operator (AO) operates the UAS autopilot and autonomous systems. The aircraft Using these systems, the AO may control the aircraft using waypoint navigation or guided mode. The AO assists with the launch and recovery of the aircraft and coordinates with the Sensor Operator if assigned.

===Visual Observer===

The Visual Observer (VO) acts as a second set of eyes for the Pilot-in-Command and ensures safe operation of the UAS. This includes ensuring separation of UAS operations from manned aviation activity, enforcing minimum safe distances of bystanders and observers, and safe interaction of the crew. The VO assists with launch and recovery of the aircraft.

===Sensor Operator===

The Sensor Operator (SO) operates the UAS payload and/or sensors, including EO/IR cameras, digital still cameras, atmospheric sensors, or any other payload. The SO assists with the launch and recovery of the aircraft and coordinates with the Aircraft Operator if assigned.

===Training and Proficiency===

CDRP UAS crew will maintain proficiency through periodic training and proficiency flights.

Pilot-in-Command, Aircraft Operator, and Visual Observer must demonstrate proficiency in knowledge and practical standards every 90 days.

(((EXPAND)))

===Crew Flight Logs===

All crew are required to maintain accurate logs of all time associated with UAS flights. This includes, but is not limited to; time as Pilot-in-Command, time as Aircraft Operator, time as Visual Observer, time as Sensor Operator, and time as an instructor.

Flight logs should be consolidated once per calendar month, stored electronically in a centralized location, and reviewed periodically for accuracy and completeness.

[[File:transparent.gif|150px|link=]]
==Flight Environment==
'''SOG Section 5 - Flight Environment'''
===Airspace===
UAS Flights will primarily occur in Class G airspace. No operations will be conducted in Class A or Class B airspace. Operations in Class C and Class D airspace will only occur with prior approval of the FAA.

Operations within five (5) nautical miles of a non-towered airport will require approval from the airport authority prior to operations commencing.

''See Appendix A - Post Disaster Airspace Management and Coordination for more information regarding UAS operations during or after an emergency or disaster.''

(((EDIT)))

(((ADD))) Airspace deconfliction.

===Line of Sight===
All UAS will be flown within the visual line of sight of the Pilot in Command and Visual Observer. Visual line of sight must be unaided through optical or electronic means (outside of standard prescription contact lenses or glasses).

(((EXPAND))) Add mitigation and corrective actions.

===Altitude===
All UAS flights will be conducted at or below 400' AGL.

(((EXPAND)))

(((ADD))) Add 107 rules, but demonstrate that allowances are only for 107 ops. Discuss minimum altitudes for safety/clearance. Tie this to nighttime mitigation factors.

===Weather and Time of Day===
All UAS flights will operate at least 500 feet below or 2,000 feet horizontally from clouds. All UAS flights will be conducted when visibility is at least 3 statute miles from the Pilot in Command and Visual Observer.

All UAS flights will occur during daylight hours.

===Flight Risk Assessment===
Crew will conduct a thorough risk assessment prior to each UAS sortie. Factors considered will include weather, location, mission parameters, crew capacity and operational tempo.

The CDRP Risk Matrix tool is located in Appendix E - Risk Matrix.

===Preflight Briefing===
Prior to all UAS flights, sorties, or missions, a thorough preflight brief will be conducted for all crewmembers, observers and other participants. This briefing will include, at a minimum:

* Crewmember assignments
* Aircraft and payload summary
* Mission or purpose of flight
* Description of the mission or flight area
* Duration
* Weather
* Identification of coordinating/controlling agencies, entities, etc.
* Communications plan, including crew and outside communications
* Hazards to the aircraft and crew
* Description of primary launch and recovery area (LRA) and any alternate LRA's

===Launch and Recovery Areas===
Launch and Recovery Areas (LRAs) will be selected based on the requirements of the aircraft and the mission. LRAs must be located on property the UAS crew has a legal right/permission to access, and must provide a safe area to operate for the crew, observers, and aircraft.

LRA's must be clear of overhead power lines, telecommunication lines, and other obstacles.

===Operations Over People and Property===
The UAS will not be operated directly over any person at an altitude that is hazardous to the persons below in the event of a failure of the UAS or associated systems.

===Yield to Manned Aviation===
All UAS operations must remain clear of and immediately yield to manned aircraft operations. This includes ultra-light aircraft, parachutists, balloonists, parasailing activity, hang gliders, etc.

===Battery/Fuel Reserve===
All UAS will land with a 25% reserve battery power. This reserve may be used at the discretion of the pilot-in-command only to ensure safety of flight as well as people/material on the ground.

===Privacy===
UAS will not capture or retain imagery of private property or persons where doing so would violate a reasonable expectation of privacy.

For operations in the State of Florida, all flights will be conducted in compliance with State statute 934.50 "Searches and seizure using a drone."

===Stationary Ground Control Station===
UAS operations will only be conducted from stationary locations. The PIC or ground control station will not be located in a moving vehicle.

===Sterile Cockpit===
During critical flight operations, such as launch and recovery, the UAS crew will ensure that a 'sterile cockpit' is enforced around the ground control station. Sterile cockpit means that no extraneous conversation or non-essential activities will occur.

[[File:transparent.gif|150px|link=]]
==Maintenance==
'''SOG Section 6 - Maintenance'''
===Airframe Log===

All maintenance performed on UAS will be logged in the UAS airframe logbook. Each entry will include, at a minimum: the person performing the maintenance action, date, description of the maintenance action, and list of parts replaced.

Changes to the firmware, software, or operating system of the aircraft or autopilot must be logged.

===Periodic Inspection===

All UAS airframes will be inspected for damage every calendar quarter. These inspections will be logged in the UAS airframe logbook. This inspection must include: full power test, control surface check, transmitter/receiver range check, and autopilot functionality check.

===Payload Changes===

All payload changes will be logged in the UAS airframe logbook. This will included routine swaps of previously flown payloads.

===Bench and Acceptance Testing===

Any activity that changes the operational and/or flight characteristics will require that the UAS undergo bench and flight acceptance testing prior to further use.

Bench testing may be accomplished without propellers or rotors to ensure expected operation of autopilots, control surfaces, servos, etc. Bench testing should be performed before flight acceptance testing.

Flight acceptance testing must be performed prior to operational or research use. Flight testing should be conducted in a remote and secure location, with a limited crew exposure to the untested aircraft.

Changes to any of these systems requires bench and flight testing:

* Structural components of the airframe
* Motors
* Electronic speed controllers
* Power distribution systems
* Radio control transmitter or receiver
* Autopilot or flight controller
* Propellers (reconfigure only)

[[File:transparent.gif|150px|link=]]
==Permissions and Certifications to Fly==
'''SOG Section 7 - Permissions and Certifications to Fly'''
===Certificate of Authorization===

CDRP will obtain an Air Traffic Organization (ATO) issued Certificate of Authorization (COA) prior to conducting UAS operations for any purpose. This COA may be obtained for a Public Aircraft of flight operations that are a public good, or under a valid Section 333 exemption for commercial activities.

===Emergency Certificate of Authorization===

When operating in support of an emergency response or recovery effort, an Emergency Certificate of Authorization (E-COA) may be obtained from the FAA. The E-COA will authorize existing airframes and/or systems defined in an existing COA to operate in new airspace under specified guidelines.

The E-COA process requires the authorization of a response or recovery agency.

===Notice to Airmen===

If required by the COA, CDRP will request a Notice to Airmen (NOTAM) 48 to 72 hours in advance of UAS operations.

===Plan of Activities===

CDRP will provide a written Plan of Activities to the local ATO office with jurisdiction over the area encompassing the UAS operations. This written plan will be submitted as early as feasible prior to the commencement of UAS operations. CDRP will also make public the Plan of Activities on the website http://cdrp.net.

The Plan of Activities will include (at a minimum):

* Dates and times of UAS operations
* Contact name and phone number for the UAS pilot-in-command
* Make, model and N-number of the UAS to be flown
* Name and FAA certificate number of the UAS PIC
* Statement that the CDRP has obtained permission from the property owners and/or local officials to conduct the flight.
* Signature of exemption holder or representative
* A description of the flight activity, including maps and diagrams of the activity.

[[File:transparent.gif|150px|link=]]

==Appendices==
'''SOG Section 8 - Appendicies'''

*'''[[Appendix A - Post Disaster Airspace]]'''
*'''[[Appendix B - UAS Missions and Applications]]'''
*'''[[Appendix C - UAS Capabilities Outline]]'''
*'''[[Appendix D - Risk Matrix]]'''
*'''[[Appendix E - Acronyms and Glossary]]'''

[[File:transparent.gif|150px|link=]]

===Post-Disaster Airspace===
Flight operations, manned and unmanned, in post-disaster airspace are complicated and potentially dangerous. As such, close coordination between FAA ATO, the SERT Air Operations Branch and the UAS operator are critical. When operating in these environments, UAS crews should maintain a sterile cockpit at all times.

====UAS Coordination====
UAS flights supporting disaster response and/or recovery will occur only after coordination with and approval by the responsible Air Operations Branch at the city, county or state level. During all post-disaster UAS operations, CDRP will designate a UAS Coordinator as the direct contact to the Air Operations Branch. The UAS Coordinator will be co-located with the Air Operations Branch whenever practical.
====Airspace Deconfliction====
UAS operations need to be in compliance with the FAA Airspace Management Plan for Disasters (AMP). This is accomplished within the Air Operations Branch.

The standard FAA AMP calls for rotary wing search and rescue (SAR) and rotary wing sling load operations to occur between the surface and 500' AGL. This is in direct conflict with the typical airspace for small UAS operations. Therefore, it is recommended that UAS operations be segregated from active rotary wing SAR and sling load operations.

Pilots of manned aircraft are not likely to see a UAS at low altitude. Therefore it is the responsibility of the UAS crew to see and avoid manned aircraft at all times. UAS are required to always yield to manned aircraft.

UAS segregation should occur using three factors: geographic, altitude, and date/time. UAS flights should be authorized only in specific airspace, from the surface to a specific altitude (typically 400' AGL or less) and in specific date and time blocks. All altitude coordination with the AOB or ATC must be done in feet (English).

====Air Operations Branch Communication====
UAS crew must notify the AOB via telephone prior to launch of a UAS and again upon recovery. If the duration of the UAS sortie is to exceed 20 minutes, the UAS crew must notify the AOB every 20 minutes of the aircraft status, location, airspeed and altitude.

====Local Traffic Radio Communication====
The UAS crew must advise local air traffic via the established CTAF (Common Traffic Advisory Frequency) every 20 minutes of UAS position, airspeed and altitude. In case of operations near towered airports, these CTAF reports will be made to the local ATC controlling the airspace. In operations away from towered airports, CTAF calls will be made "in the blind" in the same manner as manned aircraft notify local traffic of activities in and around the traffic pattern of uncontrolled airports.
A.5 - Airspace Exceptions

In a post-disaster environment, particularly when a Temporary Flight Restriction (TFR) has been issued by the FAA, UAS Flights may occur in any type of airspace authorized by the FAA and the Air Operations Branch.

===UAS Mission Profiles===
UAS operations can support several missions typically managed by the Florida SERT Air Operations Branch (AOB), including '''Incident Awareness and Assessment (IAA), Aerial imagery''' and '''Airborne search and rescue'''. These activities support the AOB defined mission priorities of reconnaissance, property protection, environmental protection, and lifesaving.

To accomplish these activities, UAS operations can be broken down into several UAS mission types applicable to emergency management. Each of these UAS mission types has payload requirements as well as specific products - the output of the mission. By understanding the products of each of these mission type, managers can apply an appropriate mission to an activity and/or priority.

Some aircraft and payload combinations allow for the payload to be configured in flight to accomplish different mission types. Others require the payload to be configured on the ground, prior to launch, and is not changeable in flight.

A specific mission profile is capable of generating specific products and outputs. Further, each mission profile has set requirements in the context of airframe, payload, supplemental equipment, and crew.

====Still Imaging====
Still image collection can capture either vertical or oblique imagery.

Vertical still images (also called nadir images) are taken with the camera oriented so that it is pointed straight down (vertically) at the ground. Each image captured is what appears directly below the aircraft. No horizon is visible. Vertical still images look like small parts of a map, and provide roughly consistent scale across the entire image. The vertical perspective also makes the measurement of direction and distance possible on the raw photo.

Oblique still images are taken with the camera oriented horizontally or at an angle other than vertical. High angle oblique images have the apparent horizon visible in the image, while low angle oblique images do not. Oblique images have some significant advantages over vertical images. At similar altitudes, oblique images show more area than a vertical image, though perspective creates significant distortions in scale and distance. Oblique images also can show features that are not visible in vertical images, such as walls of buildings.

The camera may be configured to capture images on a timed cycle using an intervalometer or it may be connected to the aircraft autopilot to capture images spaced by a set distance, such as every 50 meters. Further, some payloads and/or cameras may allow the operator to trigger the camera manually.

To be effective in this mission, all images must be tagged with the geographic coordinates of the camera when the image was taken. To accomplish this, the camera should either have an integrated global positioning system (GPS) or the images may be geocoded using autopilot logs during post-flight processing.

Note that oblique still images cannot be used to create ortho-rectified mosaics or maps.

'''Requirements'''
* Still imaging payload or camera, including any required stabilization mounts (anti-vibration, gimbal, etc.) and recording media (SD Card, etc.)
* Transmitter for imaging feed to ground control station
* Receiver and monitor for imaging feed
* GPS logging of aircraft position during flight

'''Products or Outputs'''
* Still images
* Still images with geographic representation
* Ortho-rectified mosaic
* Digital maps
* Printed maps
* Digital elevation models

====Video Imaging====

Video image collection can capture either vertical or oblique imagery. Classification of video as vertical or oblique follows the same guidelines as described in '''Still Imaging.'''

For the highest quality video imagery the camera should be stabilized using a brushless gimbal that negates or reduces the apparent movement of the aircraft.

Embedding location coordinates in video imagery is not possible in the same way it is accomplished in still imagery. Geographic information (location information) from the aircraft's autopilot flight logs may be synced to the video file in post-processing to illustrate the location of the video.

Video imaging may include live video transmitted to the ground in addition to video recorded and stored on the aircraft.

'''Requirements'''
* Video imaging payload or camera, including any required stabilization mounts (anti-vibration, gimbal, etc.) and recording media (SD Card, etc.)
* Transmitter for imaging feed to ground control station
* Receiver and monitor for imaging feed in ground control station
* GPS logging of aircraft position during flight

'''Products or Outputs'''
* Live video
* Post-mission video
* Still images from video
* Pushbroom images from video

====Infrared Imaging====

Infrared image collection can capture either vertical or oblique video imagery in the near infrared spectrum. Classification of infrared imagery as vertical or oblique follows the same guidelines as described in '''Still Imaging.'''

For the highest quality infrared imagery the camera should be stabilized using a brushless gimbal that negates or reduces the apparent movement of the aircraft.

Embedding location coordinates in infrared video imagery is not possible in the same way it is accomplished in still imagery. Geographic information (location information) from the aircraft's autopilot flight logs may be synced to the infrared video file in post-processing to illustrate the location of the infrared video.

Infrared video imaging may include live video transmitted to the ground in addition to high-definition video recorded and stored on the aircraft.

'''Requirements'''
* IR imaging payload or camera, including any required stabilization mounts (anti-vibration, gimbal, etc.) and recording media (SD Card, etc.)
* Transmitter for imaging feed to ground control station
* Receiver and monitor for imaging feed
* GPS logging of aircraft position during flight

'''Products or Outputs'''
* Live infrared video
* Post-mission infrared video
* Still images from infrared video
* Pushbroom images from infrared video

====Low Level Corridor Imaging====

Low level corridor imaging is a specialized video imaging mission profile intended for flood assessment in streets with limited overhead clearance due to trees and power lines.

'''Requirements'''
* Video imaging payload or camera, including any required stabilization mounts (anti-vibration, gimbal, etc.) and recording media (SD Card, etc.)
* Video camera suitable for navigation and obstacle clearance (First Person View camera)
* Transmitter for imaging feed to ground control station
* Receiver and monitor for imaging feed in ground control station
* GPS logging of aircraft position during flight
Products of Video Imaging Mission Profile
* Live video
* Post-mission video
* Still images from video

====Life Safety Equipment Deployment====

[ in development ]

===UAS Data Processing===
Once the UAS sortie is complete, the data collected must be processed into a usable product. That product must then be distributed (made available in some way) to the end user. This Annex serves as a base document to discuss the post-mission processing and distribution required for a variety of UAS mission types.

To support the distribution of products, the following items/services are required:

* High-speed (broadband) internet access such as 4G or WiFi
* An internet Content Management System (CMS) such as WordPress, Mura, or Google Sites. (Google Docs may be used in this role).
* A Google account capable of supporting Google Hangouts, YouTube streaming, Google Photos, Google My Maps, and Picasa Web Albums
* The following software packages installed and configured on the computer to process photos and videos:
** Google Picasa (https://picasa.google.com/)
** Google Chrome (http://www.google.com/chrome/) (Highly recommended)
** Google Earth Pro (https://www.google.com/earth/download/gep/agree.html)
** Skitch by Evernote (https://evernote.com/skitch/)
** GPicSync (https://github.com/metadirective/gpicsync)
** Garmin VIRB Edit (http://www.garmin.com/en-US/shop/downloads/virb-edit)
** Agisoft Photoscan Pro

====Still Images (with Geographic Representation)====

Still images are the simplest of all UAS products. They can be processed to remove distortion or simply distributed ‘raw’ as they are downloaded from the aircraft.

All camera payloads are capable of capturing still imagery either on command from the pilot or via an intervalometer script or device.

'''Processing Workflow'''

# Create directory structure to contain mission images
# Create map and description of the mission area in Google Maps.
# Publish map and mission description to CMS.
# Download still images from the aircraft and clear the aircraft memory card.
# Geolocate images
# If the camera payload contains GPS functionality (such as a Garmin VIRB) then images are geolocated automatically. No further action is required. Skip to step 9.
# Images captured with a non-GPS camera (such as a Canon SX260 or GoPro Hero 4) must have the coordinates of the location the image was captured at written into the file. This can be accomplished by synchronizing the autopilot flight log and the captured images using software such as GPicSync.
# Verify image location data.
# Location information in the images should be reviewed for accuracy.
# Save mission photo set into the appropriate directory structure
# Import mission photo set into Picasa as a Album
# Initial exploitation - delete unnecessary photos, etc.
# Post-process images for color correction or to correct lens distortion (optional)
# Watermark images (optional)
# Upload to Picasa Web Albums, confirm sharing settings (set to Limited).
# Publish link to Picasa Web Album to CMS, notify of availability of initial imagery.
# From Picasa Web Album page, save the album’s KML file.
# Publish KML to CMS, notify of availability.
# Secondary exploitation - Mark and identify features, issues, etc. using Skitch.
# Add annotated photos from Skitch to Picasa album.
# Upload annotated photos to Picasa Web Albums.
# Publish notes about annotations to CMS, notify of availability of exploited imagery.

'''Distribution'''

End user access to the still images is available via the Content Management System and Picasa Web Albums. The images can also be distributed via USB drive, CD-ROM, or other removable media.

====Ortho-rectified Mosaic====

During post flight processing, the geo-tagged still images can be stitched together using software to create an ortho-rectified mosaic image of the entire area covered by the flight, creating a pseudo-map. This process can be time consuming and creates large datasets, which may be difficult to distribute via the internet. Ortho-rectified mosaics are too large to be distributed via most email systems.

Ortho-rectified mosaics (referred to as ‘orthos’ from here on) are useful for analyzing large areas and are easier to understand than a collection of still images (such as the Still Images product).

'''Processing Workflow'''

# At a minimum, perform Steps 1 through 7 of the Still Images Processing Workflow. Recommended that all steps in the Still Image Processing Workflow be completed prior to this workflow being started.
# Load photos into Agisoft Photoscan Pro and process to obtain a JPG or PNG format Orthophoto. This process will take considerable time!
# Publish notes about orthos to CMS, notify of availability of orthos.

'''Distribution'''

End user access to the processed orthophoto will be via USB drive or other removable media. In some situations, it may be possible to provide online access to the orthophoto via FTP or other web services, but this will require excellent IT infrastructure to accomplish.

====Digital Maps====

Digital maps may look and feel like an ortho-rectified mosaic, but they contain editorialized information. Utilizing the ortho-rectified mosaic image, geographical information system (GIS) software can create full featured maps for distribution via print or electronic means (internet delivery). This process is manual and may take considerable time (days) during post-processing.

'''Processing Workflow'''

# At a minimum, perform Steps 1 through 7 of the Still Images Processing Workflow. Recommended that all steps in the Still Image Processing Workflow be completed prior to this workflow being started.
# Perform the Ortho-rectified Mosaic workflow.
# Using ArcGIS, QGIS, TileMill or similar software packages (not prescribed here), create digital map products from the created ortho.
# Using a digital map tile creation tool, publish the resulting map tiles on the internet.
# Publish notes about maps to CMS, notify of availability of map products.

'''Distribution'''

Digital map tiles, once published online, can be utilized by a variety of digital tools on desktop and mobile platforms.

====Digital Elevation Model====

During post flight processing, vertical still images can be used to create a three-dimensional model of the area observed. This model can be utilized as a Digital Elevation Model or used to create contour lines on a map. This process takes considerable processing time and may require detailed ground surveys to occur simultaneously with original flight(s).

'''Processing Workflow'''

# At a minimum, perform Steps 1 through 7 of the Still Images Processing Workflow. Recommended that all steps in the Still Image Processing Workflow be completed prior to this workflow being started.
# Perform the Ortho-rectified Mosaic workflow.
# In PhotoScan Pro, Generate a Digital Elevation Model (DEM) file.
# Upload the DEM file to the CMS and publish link.
# Publish notes about DEM to CMS, notify of availability of DEM products.

'''Distribution'''

Digital Elevation Model files are relatively small in size, and can be distributed online (as in the workflow above) or via any USB or removable media.

====Live Video (Color or IR)====

Live video, transmitted from the aircraft to the ground while in flight, is a valuable decision making tool. Live Video can be combined with just about any mission type, even if the primary mission is not to shoot video.

This process utilizes YouTube’s Live Streaming capability. This tool provides for live broadcast of a video stream, as well as an immediate archive of the video after the live broadcast ends. Access to the video can be restricted via obfuscation (viewers must have the URL) or access control - users must sign in via username and password.

Live video transmission to the ground station is standard definition (SD, 640x480 pixels) when originating from the 3DR Iris+, FireFLY6, or 3DR Y6. Live video is high definition (720p, 1280x720 pixels) when originating from the DJI Phantom 3 Advanced or DJI Inspire 1

Live video is only possible while the aircraft and payload are within transmission range of the ground station.

Live video requires broadband internet at the Ground Control Station - preferably 4G or LTE service. There will be a delay in the video stream of between 30 and 60 seconds.

'''Processing Workflow'''

# Create map and description of the mission area in Google Maps.
# Publish map and mission description to CMS.
# Prior to flight, test video downlink.
# Connect USB video capture device to laptop used to process/transmit video.
# Connect video receiver on the ground to the USB capture device inputs.
# UAS Crew utilizes receiver/monitor in the Ground Station to monitor the aircraft and provide real-time assessment and planning.
# Launch YouTube Dashboard (https://www.youtube.com/dashboard) in Google Chrome
# Schedule a new “Live Streaming Event”, using the “Quick” (Google+ Hangouts on Air). Set privacy to “Unlisted” or “Private”. Title and description must be completed and should include reference to the mission identifier, date and time.
# Click ‘Go Live Now’. This will launch Google+ Hangouts On Air.
# Select the USB capture device as the input for the Google Hangout video. The video from the UAS should now be displayed on the screen.
# Click ‘Start Broadcast’.
# During the mission, the Hangout Toolbox can be used to display text information over the video, or to replace the video with still images.
# From the YouTube Dashboard, get the URL of the Live YouTube stream.
# Publish link to the CMS, notify of availability of live video imagery.
# At the conclusion of the flight, shut down the live stream.
# Modify the link on the CMS to indicate the link is no longer live, but an archived version of a previously live video.
# Publish notes about video to CMS, notify of availability of archived video imagery.

'''Distribution'''

All distribution of the live video is via the internet.

====Post-Mission Video (Color or IR)====

In situations where internet access is not available, video can be recorded in-flight and processed and distributed after the sortie or mission. This mission is not dependent on the Live Video mission type - it can be run simultaneously or stand alone.

Unlike Live Video, Post-Mission Video is always high-definition, typically 1080p resolution.

'''Processing Workflow'''

# Create directory structure to contain mission video.
# Create map and description of the mission area in Google Maps.
# Publish map and mission description to CMS.
# Download video from the aircraft and clear the aircraft/payload memory card.
# Download the autopilot log for the flight.
# Synchronize the video to the log and create location visualizations using Garmin VIRB Edit or similar software.
# Initial exploitation - edit video to remove unnecessary segments (launch, landing, etc.)
# Downsample video to minimum acceptable resolution
# Upload video to Google Drive
# Publish link to Google Drive video to CMS, notify of availability of processed video.
# Publish notes about video to CMS.

'''Distribution'''

Final processed videos may be very large, depending on resolution and duration. Videos should be uploaded to Google Drive as soon as practical but lack of bandwidth may delay this process. Post-Mission Video can also be distributed via USB drive or other removable media. In many cases, this may be the preferred method.

====Still Images from Video (Color or IR)====

During processing of Post-Mission Video, it may be desirable to capture still images from the video file. This can be accomplished using a variety of techniques, from dedicated software to taking a screenshot of the video while paused.

Once the images are captured, they can be processed as Still Images as described in '''Still Images (with Geographic Representation)''' manual geotagging will be required.

===UAS Capabilities Outline===

These figures should be used for rough planning purposes only.

====3DRobotics IRIS+ Multirotor====

:'''Endurance:''' 11 minutes (with reserve)
:'''Inventory''': 5 aircraft
:'''Missions:''' Still imagery, video imagery (live SD and post-processed), Life safety drop
:'''Minimum Crew:''' 2
:'''Coverage at 400' AGL: '''19 acres (.075 sq. km. / 7.5 hectares)
:'''Coverage at 200' AGL:''' 9.5 acres (.038 sq. km. / 3.85 hectares)

====3DRobotics Y6 Multirotor====

:'''Endurance:''' 11 minutes (with reserve)
:'''Inventory:''' 1 aircraft
:'''Missions:''' Still imagery, video imagery (live SD and post-processed)
:'''Minimum Crew:''' 2
:'''Coverage at 400' AGL:''' 19 acres (.075 sq. km. / 7.5 hectares)
:'''Coverage at 200' AGL:''' 9.5 acres (.038 sq. km. / 3.85 hectares)

====Swift Radioplanes Lynx UAS Fixed-Wing====

:'''Endurance:''' 80 minutes (with reserve)
:'''Inventory:''' 1 aircraft
:'''Missions:''' Still imagery (Nadir)
:'''Minimum Crew:''' 2, 3 Preferred
:'''Coverage at 400' AGL: '''1112 acres (4.5 sq. km. / 450 hectares)
:'''Coverage at 200' AGL:''' 556 acres (2.25 sq. km. / 225 hectares)

====DJI Inspire 1 Multirotor====

:'''Endurance:''' 18 minutes
:'''Inventory:''' 1 aircraft
:'''Missions: '''Still imagery, video imagery (live HD and post-processed)
:'''Minimum Crew: '''2
:'''Coverage at 400' AGL:''' 30 acres (.12 sq. km. / 12 hectares)
:'''Coverage at 200' AGL:''' 15 acres (.06 sq. km. / 5 hectares)

====DJI Phantom 3 Advanced Multirotor====

:'''Endurance:''' 20 minutes
:'''Inventory:''' 1 aircraft
:'''Missions:''' Still imagery, video imagery (post-processed only)
:'''Minimum Crew:''' 2
:'''Coverage at 400' AGL:''' 30 acres (.12 sq. km. / 12 hectares)
:'''Coverage at 200' AGL:''' 15 acres (.06 sq. km. / 5 hectares)

===Risk Matrix===

The current EMHS/CDRP Risk Matrix appears below. It can be accessed at:

https://drive.google.com/folderview?id=0B7eEPWQtRx9UfnBGcktYQmdzb1NXemM3N0tmMHlNNE9BR0ZSVG9rVnowZnBiaGNjbmJvOVk&usp=sharing

===Glossary and Acronyms===

====Acronyms====

:'''AGL''' - Altitude above ground level
:'''AO''' - Aircraft Operator
:'''AOB''' - Air Operations Branch
:'''ATO''' - Air Traffic Organization
:'''COA''' - Certificate of Authorization
:'''CTAF''' - Common Traffic Advisory Frequency
:'''FAA''' - Federal Aviation Administration
:'''GCS''' - Ground Control System
:'''IR''' - Infrared
:'''MSL''' - Altitude above mean sea level
:'''NOTAM''' - Notice to Airmen
:'''NM''' - Nautical mile
:'''PFC''' - Primary Flight Controller
:'''PIC''' - Pilot-in-Command
:'''POH''' - Pilot's Operating Handbook
:'''SO''' - Sensor Operator
:'''SOG''' - Standard Operating Guide
:'''TFR''' - Temporary Flight Restriction
:'''UAS''' - Unmanned Aircraft Systems
:'''UAV''' - Unmanned Aerial Vehicle
:'''VO''' - Visual Observer

====Glossary====

:'''Air Operations Branch''' - Branch of the Incident Command System responsible for the coordination and direction of all airborne assets and activities.

:'''Air Traffic Organization''' - Administrative division of the FAA responsible for the safe control of all air traffic in the United States.

:'''Aircraft logbook''' - Logbook for each aircraft detailing flight time, maintenance and repairs.

:'''Aircraft Operator''' - Crewmember responsible for operation of the autopilot and autonomous flight systems.

:'''Certificate of Authorization''' - Authorization from the FAA to operate a UAS for research or public use.

:'''Certificated Pilot''' - A pilot in possession of a valid and current pilot's certificate issued by the FAA or other international aviation authority.

:'''Commercial Pilot Certificate '''- A pilot's certificate valid for commercial operations (for hire).

:'''Crew '''- Personnel required for the safe and effective operation of the UAS.

:'''Failsafe mode '''- Automated mode which is triggered when the UAS loses connection/signal from the GCS and/or PFC. Typically the failsafe mode is 'return to launch'.

:'''Flight''' - One launch to landing cycle of the aircraft and crew.

:'''Ground Control Station''' - Computer, tablet and/or other communications equipment on the ground designed to interface with and control the aircraft and autopilot.

:'''Guided Mode '''- Autopilot controlled flight mode in which the Aircraft Operator clicks on a map interface to direct the aircraft to fly to that location.

:'''Medical Certificate '''- An FAA issued certificate indicating the holder has passed a flight physical and background check. Medical Certificates are issued in three classes, First, Second and Third, and are good for a limited period of time.

:'''Mission '''- One assigned objective for the UAS and crew to accomplish. A single mission may require multiple sorties or flights.

:'''N-Number''' - FAA aircraft registration number. In the United States, all aircraft registration numbers begin with the letter 'N'.

:'''Non-towered Airport '''- An airport without an operating/staffed control tower.

:'''Notice to Airmen''' - A standard method of informing the aviation/pilot community of a special or temporary condition that may impact the safety of flight.

:'''Pilot-in-Command '''- The individual who has final authority and responsibility for the aircraft and crew.

:'''Pilot's Operating Handbook''' - The manual that outlines all aspects of the safe and effective operation of a specific aircraft or UAS.

:'''Private Pilot Certificate''' - A pilot's certificate valid for personal or non-commercial/non-compensated use.

:'''Registration number''' - See N-number

:'''Safety Pilot''' - Pilot or operator of the UAS who utilizes the Primary Flight Control to maneuver (or 'fly') the aircraft. The safety pilot is typically also the Pilot-in-Command.

:'''Sensor Operator''' - Crew member responsible for the configuration and operation of the sensor payload as well as equipment that supports that payload.

:'''Sortie''' - A single flight of the UAS or aircraft.

:'''Temporary Flight Restriction''' - A temporary restriction placed by the FAA on a specific piece of airspace for a specific time. Enforced to ensure the safety of aircraft as well as people on the ground. TFR's are common over a disaster impact area to prevent normal traffic from interfering with search and rescue aircraft, etc.

:'''Towered Airport''' - An airport with an operating and manned air traffic control tower.

:'''Unmanned Aerial Vehicle''' - Acceptable term for an unmanned aircraft. Refers to the aircraft itself.

:'''Unmanned Aircraft System '''- The FAA adopted term for an unmanned aircraft as well as the systems, equipment, and crew that support that aircraft. This is the preferred terminology.

:'''Visual Observer''' - Crew member responsible for ensuring the UAS does not interfere with other aircraft or obstacles.

:'''Waypoint''' - A set of coordinates and altitude entered in the GCS to which the aircraft will automatically fly. Upon reaching the waypoint, the aircraft will typically move to the next sequential waypoint.

UAS in EM Standard Operating Guide

2019-02-26T00:23:46Z

Dmerrick: /* Altitude */

'''SOG Version 1.6 | 25 FEB 19'''
==Introduction==
'''SOG Section 1 - Introduction'''
===Overview===
The Center for Disaster Risk Policy (CDRP) at Florida State University established the Unmanned Aircraft System research project to assess and improve the usability of small unmanned aircraft systems in the context of state, local, and federal disaster management. This project examines UAS hardware, software, policies and procedures, data collection methodologies, and crew training and education to develop best practices for UAS applications in emergency management. Governments and organizations at all levels are expressing interest in how UAS can be applied to emergency management processes, including mitigation, preparedness, response and recovery.

The Center for Disaster Risk Policy (CDRP) is the applied and field research arm of the Emergency Management and Homeland Security Program (EMHS) at FSU, and CDRP faculty and staff have decades of operational emergency management, communications, and information technology experience. CDRP Faculty and Staff, in conjunction with EMHS students have deployed UAS for a variety of emergency and disaster related projects, including risk reduction projects in Haiti and Belize, as well as hurricane response efforts in Florida and Texas. The CDRP UAS Team has worked with Florida Urban Search and Rescue (US&R) Task Forces in both exercises and real-world deployments.

===Purpose of this Document===
This Standard Operating Guide includes all non-aircraft specific information and operational guidelines for CDRP personnel operating a UAS.

Further, this document may be used as a template for any entity conducting UAS operations in support of emergency or disaster response agencies. This document is open source and available to anyone who may need it.

===Authors===
David Merrick, Jarrett Broder, Rob McDaniel, Jessica Weins, Tanya Shannon, Laura Hart, and Abra Kinch

===Published Location===
This guide and all supporting documents is published at http://uas.cdrp.net

[[File:transparent.gif|150px|link=]]
==Administration==
'''SOG Section 2 - Administration'''
===Administrative Control===
This unmanned aircraft system research project is under the administrative control of the Center for Disaster Risk Policy at Florida State University. All research and operations must comply with CDRP polices and procedures, University policies and procedures, as well as state, local and federal laws and regulations.

The CDRP UAS research project director is David Merrick - dmerrick at em fsu edu.

===Authority to Task===
Only the Director of the Center for Disaster Risk Policy at Florida State University or their delegates have the authority to task or assign any UAS resources (including but not limited to aircraft, personnel, or equipment) to any project, mission, or other assignment.

===Maintenance of this Document===
The CDRP UAS Standard Operating Guide is maintained and updated by the faculty/staff of CDRP and approved for publication by the Director of CDRP.

===Coordination with the Federal Aviation Administration===
For purposes of correspondence with the FAA, to include (but not limited to) aircraft registration, Certificate of Authorization (COA) applications, incident reporting, operational reporting, etc., this research program should be identified as:

:Center for Disaster Risk Policy
:Florida State University
:113 Collegiate Loop
:Bellamy 638
:Tallahassee, FL 32306-2250
:850.644.9961
:uas@em.fsu.edu

[[File:transparent.gif|150px|link=]]
==Unmanned Aircraft Systems Limitations and Requirements==
'''SOG Section 3 - UAS Limitations and Requirements'''
===Limitations and Requirements Overview===
All UAS operated by CDRP faculty, staff or students will meet the following requirements and limitations, without exceptions.

These limitations and requirements are in effect to ensure safe operation of the UAS and ensure the safety of the crew, onlookers and other personnel not directly involved in the operation.

These requirements are derived from 14 CFR Part 107, FAA Certificate of Authorization requirements, University guidelines, and Section 333 of the FAA Modernization and Reform Act of 2012.

===Weight===
The UAS will weigh less than 55lbs. at takeoff. This is gross weight (or 'all up' weight) including fuel sources (battery) and mission payload.

===Performance and Altitude===
The UAS will not exceed 86 knots of ground speed during flight. This equates to 100mph or 44m/s.

The UAS will not exceed 400' AGL unless specifically authorized by the FAA or if operated within the parameters of 14 CFR Part 107.

===Preflight Inspection===
Prior to any UAS flight, the Remote Pilot in Command (RPIC) will conduct a thorough inspection of all components of the UAS, including the air vehicle, ground control station, and communication devices. Systems not found to be in condition for safe flight or operation will not be utilized. Determination of 'safe flight or operation' rests with the RPIC.

Any discrepancies found during pre-flight inspections should be logged in the aircraft logbook.

===Minimum Crew===
All UAS operations will be conducted by a Remote Pilot in Command (RPIC) and at least one (1) Visual Observer (VO) or one (1) Aircraft Operator (AO), for a minimum crew of two (2). The RPIC has the final authority and responsibility for the safe operation of the UAS and the safety and well-being of UAS crewmembers. While not required a third crewmember (in either the VO or AO crew position) is recommended for safe operations.

===Failsafe/Lost Link Mode===
All UAS must be equipped with a failsafe/lost link mode in case of primary control link failure. This failsafe or lost link mode should return the aircraft to the launch point without requiring human intervention. Specific mission profiles may require a different failsafe mode to ensure the safety of persons on the ground.

===Flight Termination Option===
Each UAS should be equipped with an in-flight termination option. This would immediately kill power to the aircraft, resulting in an immediate and uncontrolled decent into terrain. Flight termination modes are not a replacement for lost link or failsafe modes. Flight termination should only be carried out when it is the only option to prevent injuries to bystanders or other persons not involved in the operation. Crew members should be briefed on how to initiate flight termination, as well as the effects of flight termination, before every sortie.

===Emergency Procedures Defined===
All UAS must have documented emergency procedures covering (at a minimum): engine or power failure; fire; loss of control link; loss of GPS; loss of telemetry data link; loss of video downlink. Emergency Procedures will be detailed in the Pilot's Operating Handbook as required in this SOG.

===Flight Controls===
All UAS must have a Primary Flight Controller (PFC) allowing the pilot manual (or a close approximation of manual) control over the aircraft. All UAS must have an autopilot capable of autonomous and user-directed flight.

The PFC must be in the immediate control of the Remote Pilot in Command at all times. "Immediate control" allows for persons other than the RPIC to manipulate the controls, however, the RPIC must remain in a position to retake controls in the event of an unsafe condition or emergency.

===Required Flight Modes/Autopilot Modes===
Each aircraft and autopilot combination provides different flight control modes. While the aircraft or autopilot may provide additional modes, the following are required:

* Manual/Stabilized/Atti Mode - Allows the pilot or pilot-in-command to manually control the aircraft. This mode may provide stabilization if required (as on a multi-rotor).
* Loiter/GPS Mode - Allows the aircraft to hold lateral position and altitude with minimal pilot input. Fixed-wing aircraft may circle a specific point.
* Return to Launch (RTL) or Return to Home (RTH) - Directs the aircraft to begin an automated least-time/least-distance return to the launch point. Useful as a failsafe mode, but not encouraged in normal operations. Obstacle avoidance it permitted in this mode.

===Battery Reserve===
Battery voltage is the 'fuel' for electric UAS. With this in mind, all UAS flights will end while the aircraft maintains a 20% battery reserve. Battery voltage and capacity should be measured using voltage of the battery per the aircraft POH.

===Aircraft Markings===
All UAS must be registered with the FAA. All aircraft must display the corresponding registration number (N-number or FA-number) in a permanent fashion so that it is visible while the UAS is on the ground.

UAS must show an external identifier of "Florida State University".

===Aircraft Documentation===
Each UAS will have a Pilot's Operating Handbook (POH) specific for the model. The POH will be located with the Ground Control Station and will be familiar to each crewmember.

The POH will include all documentation required by this SOG and will be available for inspection during all UAS operations.

[[File:transparent.gif|150px|link=]]

==Crewmembers==
'''SOG Section 4 - Crewmembers'''
===Crewmembers Defined===
UAS crewmembers constitute any personnel responsible for the safe operation of the unmanned aircraft, support systems, payload, or coordination systems. Crewmembers are classified into one of the following positions: Remote Pilot-in-Command, Aircraft Operator, Sensor Operator, Visual Observer.

'''The required positions for all UAS flights are Remote Pilot-in-Command and either a) Visual Observer, or b) Aircraft Operator.''' Other positions may be added to a flight if mission requirements and workload dictate.

===Remote Pilot-in-Command===
The Remote Pilot-in-Command (RPIC) flies the aircraft and is the final authority on all aspects of the UAS operation. The RPIC is responsible for all aspects of the UAS operation and supervises the Visual Observer, Aircraft Operator, and/or Sensor Operator. For purposes of clarification - the Remote Pilot-in-Command is the equivalent of the (manned) Pilot-in-Command position defined in 14 CFR Part 61, Part 91, and elsewhere.

====Remote Pilot-in-Command Required Standards====
*The RPIC must possess a current Part 107 Remote Pilot Certificate, or meet the minimum pilot standards as stated in the FAA-issued Certificate of Authorization (COA) being utilized to conduct flight operations.
*The RPIC must have met the knowledge and practical standards in the document [[UAS in EM Operator/Remote Pilot Standards]]

====Remote Pilot-in-Command Currency Requirements====
*Prior to current UAS operations, the RPIC will have logged a minimum of 2 hours as a UAS pilot and 3 take offs and 3 landings in the preceding 90 days. This is total time, not in a specific aircraft.

===Aircraft Operator===

The Aircraft Operator (AO) operates the UAS autopilot and autonomous systems. The aircraft Using these systems, the AO may control the aircraft using waypoint navigation or guided mode. The AO assists with the launch and recovery of the aircraft and coordinates with the Sensor Operator if assigned.

===Visual Observer===

The Visual Observer (VO) acts as a second set of eyes for the Pilot-in-Command and ensures safe operation of the UAS. This includes ensuring separation of UAS operations from manned aviation activity, enforcing minimum safe distances of bystanders and observers, and safe interaction of the crew. The VO assists with launch and recovery of the aircraft.

===Sensor Operator===

The Sensor Operator (SO) operates the UAS payload and/or sensors, including EO/IR cameras, digital still cameras, atmospheric sensors, or any other payload. The SO assists with the launch and recovery of the aircraft and coordinates with the Aircraft Operator if assigned.

===Training and Proficiency===

CDRP UAS crew will maintain proficiency through periodic training and proficiency flights.

Pilot-in-Command, Aircraft Operator, and Visual Observer must demonstrate proficiency in knowledge and practical standards every 90 days.

(((EXPAND)))

===Crew Flight Logs===

All crew are required to maintain accurate logs of all time associated with UAS flights. This includes, but is not limited to; time as Pilot-in-Command, time as Aircraft Operator, time as Visual Observer, time as Sensor Operator, and time as an instructor.

Flight logs should be consolidated once per calendar month, stored electronically in a centralized location, and reviewed periodically for accuracy and completeness.

[[File:transparent.gif|150px|link=]]
==Flight Environment==
'''SOG Section 5 - Flight Environment'''
===Airspace===
UAS Flights will primarily occur in Class G airspace. No operations will be conducted in Class A or Class B airspace. Operations in Class C and Class D airspace will only occur with prior approval of the FAA.

Operations within five (5) nautical miles of a non-towered airport will require approval from the airport authority prior to operations commencing.

''See Appendix A - Post Disaster Airspace Management and Coordination for more information regarding UAS operations during or after an emergency or disaster.''

(((EDIT)))

===Line of Sight===
All UAS will be flown within the visual line of sight of the Pilot in Command and Visual Observer. Visual line of sight must be unaided through optical or electronic means (outside of standard prescription contact lenses or glasses).

(((EXPAND))) Add mitigation and corrective actions.

===Altitude===
All UAS flights will be conducted at or below 400' AGL.

(((EXPAND)))

(((ADD))) Add 107 rules, but demonstrate that allowances are only for 107 ops. Discuss minimum altitudes for safety/clearance. Tie this to nighttime mitigation factors.

===Weather and Time of Day===
All UAS flights will operate at least 500 feet below or 2,000 feet horizontally from clouds. All UAS flights will be conducted when visibility is at least 3 statute miles from the Pilot in Command and Visual Observer.

All UAS flights will occur during daylight hours.

===Flight Risk Assessment===
Crew will conduct a thorough risk assessment prior to each UAS sortie. Factors considered will include weather, location, mission parameters, crew capacity and operational tempo.

The CDRP Risk Matrix tool is located in Appendix E - Risk Matrix.

===Preflight Briefing===
Prior to all UAS flights, sorties, or missions, a thorough preflight brief will be conducted for all crewmembers, observers and other participants. This briefing will include, at a minimum:

* Crewmember assignments
* Aircraft and payload summary
* Mission or purpose of flight
* Description of the mission or flight area
* Duration
* Weather
* Identification of coordinating/controlling agencies, entities, etc.
* Communications plan, including crew and outside communications
* Hazards to the aircraft and crew
* Description of primary launch and recovery area (LRA) and any alternate LRA's

===Launch and Recovery Areas===
Launch and Recovery Areas (LRAs) will be selected based on the requirements of the aircraft and the mission. LRAs must be located on property the UAS crew has a legal right/permission to access, and must provide a safe area to operate for the crew, observers, and aircraft.

LRA's must be clear of overhead power lines, telecommunication lines, and other obstacles.

===Operations Over People and Property===
The UAS will not be operated directly over any person at an altitude that is hazardous to the persons below in the event of a failure of the UAS or associated systems.

===Yield to Manned Aviation===
All UAS operations must remain clear of and immediately yield to manned aircraft operations. This includes ultra-light aircraft, parachutists, balloonists, parasailing activity, hang gliders, etc.

===Battery/Fuel Reserve===
All UAS will land with a 25% reserve battery power. This reserve may be used at the discretion of the pilot-in-command only to ensure safety of flight as well as people/material on the ground.

===Privacy===
UAS will not capture or retain imagery of private property or persons where doing so would violate a reasonable expectation of privacy.

For operations in the State of Florida, all flights will be conducted in compliance with State statute 934.50 "Searches and seizure using a drone."

===Stationary Ground Control Station===
UAS operations will only be conducted from stationary locations. The PIC or ground control station will not be located in a moving vehicle.

===Sterile Cockpit===
During critical flight operations, such as launch and recovery, the UAS crew will ensure that a 'sterile cockpit' is enforced around the ground control station. Sterile cockpit means that no extraneous conversation or non-essential activities will occur.

[[File:transparent.gif|150px|link=]]
==Maintenance==
'''SOG Section 6 - Maintenance'''
===Airframe Log===

All maintenance performed on UAS will be logged in the UAS airframe logbook. Each entry will include, at a minimum: the person performing the maintenance action, date, description of the maintenance action, and list of parts replaced.

Changes to the firmware, software, or operating system of the aircraft or autopilot must be logged.

===Periodic Inspection===

All UAS airframes will be inspected for damage every calendar quarter. These inspections will be logged in the UAS airframe logbook. This inspection must include: full power test, control surface check, transmitter/receiver range check, and autopilot functionality check.

===Payload Changes===

All payload changes will be logged in the UAS airframe logbook. This will included routine swaps of previously flown payloads.

===Bench and Acceptance Testing===

Any activity that changes the operational and/or flight characteristics will require that the UAS undergo bench and flight acceptance testing prior to further use.

Bench testing may be accomplished without propellers or rotors to ensure expected operation of autopilots, control surfaces, servos, etc. Bench testing should be performed before flight acceptance testing.

Flight acceptance testing must be performed prior to operational or research use. Flight testing should be conducted in a remote and secure location, with a limited crew exposure to the untested aircraft.

Changes to any of these systems requires bench and flight testing:

* Structural components of the airframe
* Motors
* Electronic speed controllers
* Power distribution systems
* Radio control transmitter or receiver
* Autopilot or flight controller
* Propellers (reconfigure only)

[[File:transparent.gif|150px|link=]]
==Permissions and Certifications to Fly==
'''SOG Section 7 - Permissions and Certifications to Fly'''
===Certificate of Authorization===

CDRP will obtain an Air Traffic Organization (ATO) issued Certificate of Authorization (COA) prior to conducting UAS operations for any purpose. This COA may be obtained for a Public Aircraft of flight operations that are a public good, or under a valid Section 333 exemption for commercial activities.

===Emergency Certificate of Authorization===

When operating in support of an emergency response or recovery effort, an Emergency Certificate of Authorization (E-COA) may be obtained from the FAA. The E-COA will authorize existing airframes and/or systems defined in an existing COA to operate in new airspace under specified guidelines.

The E-COA process requires the authorization of a response or recovery agency.

===Notice to Airmen===

If required by the COA, CDRP will request a Notice to Airmen (NOTAM) 48 to 72 hours in advance of UAS operations.

===Plan of Activities===

CDRP will provide a written Plan of Activities to the local ATO office with jurisdiction over the area encompassing the UAS operations. This written plan will be submitted as early as feasible prior to the commencement of UAS operations. CDRP will also make public the Plan of Activities on the website http://cdrp.net.

The Plan of Activities will include (at a minimum):

* Dates and times of UAS operations
* Contact name and phone number for the UAS pilot-in-command
* Make, model and N-number of the UAS to be flown
* Name and FAA certificate number of the UAS PIC
* Statement that the CDRP has obtained permission from the property owners and/or local officials to conduct the flight.
* Signature of exemption holder or representative
* A description of the flight activity, including maps and diagrams of the activity.

[[File:transparent.gif|150px|link=]]

==Appendices==
'''SOG Section 8 - Appendicies'''

*'''[[Appendix A - Post Disaster Airspace]]'''
*'''[[Appendix B - UAS Missions and Applications]]'''
*'''[[Appendix C - UAS Capabilities Outline]]'''
*'''[[Appendix D - Risk Matrix]]'''
*'''[[Appendix E - Acronyms and Glossary]]'''

[[File:transparent.gif|150px|link=]]

===Post-Disaster Airspace===
Flight operations, manned and unmanned, in post-disaster airspace are complicated and potentially dangerous. As such, close coordination between FAA ATO, the SERT Air Operations Branch and the UAS operator are critical. When operating in these environments, UAS crews should maintain a sterile cockpit at all times.

====UAS Coordination====
UAS flights supporting disaster response and/or recovery will occur only after coordination with and approval by the responsible Air Operations Branch at the city, county or state level. During all post-disaster UAS operations, CDRP will designate a UAS Coordinator as the direct contact to the Air Operations Branch. The UAS Coordinator will be co-located with the Air Operations Branch whenever practical.
====Airspace Deconfliction====
UAS operations need to be in compliance with the FAA Airspace Management Plan for Disasters (AMP). This is accomplished within the Air Operations Branch.

The standard FAA AMP calls for rotary wing search and rescue (SAR) and rotary wing sling load operations to occur between the surface and 500' AGL. This is in direct conflict with the typical airspace for small UAS operations. Therefore, it is recommended that UAS operations be segregated from active rotary wing SAR and sling load operations.

Pilots of manned aircraft are not likely to see a UAS at low altitude. Therefore it is the responsibility of the UAS crew to see and avoid manned aircraft at all times. UAS are required to always yield to manned aircraft.

UAS segregation should occur using three factors: geographic, altitude, and date/time. UAS flights should be authorized only in specific airspace, from the surface to a specific altitude (typically 400' AGL or less) and in specific date and time blocks. All altitude coordination with the AOB or ATC must be done in feet (English).

====Air Operations Branch Communication====
UAS crew must notify the AOB via telephone prior to launch of a UAS and again upon recovery. If the duration of the UAS sortie is to exceed 20 minutes, the UAS crew must notify the AOB every 20 minutes of the aircraft status, location, airspeed and altitude.

====Local Traffic Radio Communication====
The UAS crew must advise local air traffic via the established CTAF (Common Traffic Advisory Frequency) every 20 minutes of UAS position, airspeed and altitude. In case of operations near towered airports, these CTAF reports will be made to the local ATC controlling the airspace. In operations away from towered airports, CTAF calls will be made "in the blind" in the same manner as manned aircraft notify local traffic of activities in and around the traffic pattern of uncontrolled airports.
A.5 - Airspace Exceptions

In a post-disaster environment, particularly when a Temporary Flight Restriction (TFR) has been issued by the FAA, UAS Flights may occur in any type of airspace authorized by the FAA and the Air Operations Branch.

===UAS Mission Profiles===
UAS operations can support several missions typically managed by the Florida SERT Air Operations Branch (AOB), including '''Incident Awareness and Assessment (IAA), Aerial imagery''' and '''Airborne search and rescue'''. These activities support the AOB defined mission priorities of reconnaissance, property protection, environmental protection, and lifesaving.

To accomplish these activities, UAS operations can be broken down into several UAS mission types applicable to emergency management. Each of these UAS mission types has payload requirements as well as specific products - the output of the mission. By understanding the products of each of these mission type, managers can apply an appropriate mission to an activity and/or priority.

Some aircraft and payload combinations allow for the payload to be configured in flight to accomplish different mission types. Others require the payload to be configured on the ground, prior to launch, and is not changeable in flight.

A specific mission profile is capable of generating specific products and outputs. Further, each mission profile has set requirements in the context of airframe, payload, supplemental equipment, and crew.

====Still Imaging====
Still image collection can capture either vertical or oblique imagery.

Vertical still images (also called nadir images) are taken with the camera oriented so that it is pointed straight down (vertically) at the ground. Each image captured is what appears directly below the aircraft. No horizon is visible. Vertical still images look like small parts of a map, and provide roughly consistent scale across the entire image. The vertical perspective also makes the measurement of direction and distance possible on the raw photo.

Oblique still images are taken with the camera oriented horizontally or at an angle other than vertical. High angle oblique images have the apparent horizon visible in the image, while low angle oblique images do not. Oblique images have some significant advantages over vertical images. At similar altitudes, oblique images show more area than a vertical image, though perspective creates significant distortions in scale and distance. Oblique images also can show features that are not visible in vertical images, such as walls of buildings.

The camera may be configured to capture images on a timed cycle using an intervalometer or it may be connected to the aircraft autopilot to capture images spaced by a set distance, such as every 50 meters. Further, some payloads and/or cameras may allow the operator to trigger the camera manually.

To be effective in this mission, all images must be tagged with the geographic coordinates of the camera when the image was taken. To accomplish this, the camera should either have an integrated global positioning system (GPS) or the images may be geocoded using autopilot logs during post-flight processing.

Note that oblique still images cannot be used to create ortho-rectified mosaics or maps.

'''Requirements'''
* Still imaging payload or camera, including any required stabilization mounts (anti-vibration, gimbal, etc.) and recording media (SD Card, etc.)
* Transmitter for imaging feed to ground control station
* Receiver and monitor for imaging feed
* GPS logging of aircraft position during flight

'''Products or Outputs'''
* Still images
* Still images with geographic representation
* Ortho-rectified mosaic
* Digital maps
* Printed maps
* Digital elevation models

====Video Imaging====

Video image collection can capture either vertical or oblique imagery. Classification of video as vertical or oblique follows the same guidelines as described in '''Still Imaging.'''

For the highest quality video imagery the camera should be stabilized using a brushless gimbal that negates or reduces the apparent movement of the aircraft.

Embedding location coordinates in video imagery is not possible in the same way it is accomplished in still imagery. Geographic information (location information) from the aircraft's autopilot flight logs may be synced to the video file in post-processing to illustrate the location of the video.

Video imaging may include live video transmitted to the ground in addition to video recorded and stored on the aircraft.

'''Requirements'''
* Video imaging payload or camera, including any required stabilization mounts (anti-vibration, gimbal, etc.) and recording media (SD Card, etc.)
* Transmitter for imaging feed to ground control station
* Receiver and monitor for imaging feed in ground control station
* GPS logging of aircraft position during flight

'''Products or Outputs'''
* Live video
* Post-mission video
* Still images from video
* Pushbroom images from video

====Infrared Imaging====

Infrared image collection can capture either vertical or oblique video imagery in the near infrared spectrum. Classification of infrared imagery as vertical or oblique follows the same guidelines as described in '''Still Imaging.'''

For the highest quality infrared imagery the camera should be stabilized using a brushless gimbal that negates or reduces the apparent movement of the aircraft.

Embedding location coordinates in infrared video imagery is not possible in the same way it is accomplished in still imagery. Geographic information (location information) from the aircraft's autopilot flight logs may be synced to the infrared video file in post-processing to illustrate the location of the infrared video.

Infrared video imaging may include live video transmitted to the ground in addition to high-definition video recorded and stored on the aircraft.

'''Requirements'''
* IR imaging payload or camera, including any required stabilization mounts (anti-vibration, gimbal, etc.) and recording media (SD Card, etc.)
* Transmitter for imaging feed to ground control station
* Receiver and monitor for imaging feed
* GPS logging of aircraft position during flight

'''Products or Outputs'''
* Live infrared video
* Post-mission infrared video
* Still images from infrared video
* Pushbroom images from infrared video

====Low Level Corridor Imaging====

Low level corridor imaging is a specialized video imaging mission profile intended for flood assessment in streets with limited overhead clearance due to trees and power lines.

'''Requirements'''
* Video imaging payload or camera, including any required stabilization mounts (anti-vibration, gimbal, etc.) and recording media (SD Card, etc.)
* Video camera suitable for navigation and obstacle clearance (First Person View camera)
* Transmitter for imaging feed to ground control station
* Receiver and monitor for imaging feed in ground control station
* GPS logging of aircraft position during flight
Products of Video Imaging Mission Profile
* Live video
* Post-mission video
* Still images from video

====Life Safety Equipment Deployment====

[ in development ]

===UAS Data Processing===
Once the UAS sortie is complete, the data collected must be processed into a usable product. That product must then be distributed (made available in some way) to the end user. This Annex serves as a base document to discuss the post-mission processing and distribution required for a variety of UAS mission types.

To support the distribution of products, the following items/services are required:

* High-speed (broadband) internet access such as 4G or WiFi
* An internet Content Management System (CMS) such as WordPress, Mura, or Google Sites. (Google Docs may be used in this role).
* A Google account capable of supporting Google Hangouts, YouTube streaming, Google Photos, Google My Maps, and Picasa Web Albums
* The following software packages installed and configured on the computer to process photos and videos:
** Google Picasa (https://picasa.google.com/)
** Google Chrome (http://www.google.com/chrome/) (Highly recommended)
** Google Earth Pro (https://www.google.com/earth/download/gep/agree.html)
** Skitch by Evernote (https://evernote.com/skitch/)
** GPicSync (https://github.com/metadirective/gpicsync)
** Garmin VIRB Edit (http://www.garmin.com/en-US/shop/downloads/virb-edit)
** Agisoft Photoscan Pro

====Still Images (with Geographic Representation)====

Still images are the simplest of all UAS products. They can be processed to remove distortion or simply distributed ‘raw’ as they are downloaded from the aircraft.

All camera payloads are capable of capturing still imagery either on command from the pilot or via an intervalometer script or device.

'''Processing Workflow'''

# Create directory structure to contain mission images
# Create map and description of the mission area in Google Maps.
# Publish map and mission description to CMS.
# Download still images from the aircraft and clear the aircraft memory card.
# Geolocate images
# If the camera payload contains GPS functionality (such as a Garmin VIRB) then images are geolocated automatically. No further action is required. Skip to step 9.
# Images captured with a non-GPS camera (such as a Canon SX260 or GoPro Hero 4) must have the coordinates of the location the image was captured at written into the file. This can be accomplished by synchronizing the autopilot flight log and the captured images using software such as GPicSync.
# Verify image location data.
# Location information in the images should be reviewed for accuracy.
# Save mission photo set into the appropriate directory structure
# Import mission photo set into Picasa as a Album
# Initial exploitation - delete unnecessary photos, etc.
# Post-process images for color correction or to correct lens distortion (optional)
# Watermark images (optional)
# Upload to Picasa Web Albums, confirm sharing settings (set to Limited).
# Publish link to Picasa Web Album to CMS, notify of availability of initial imagery.
# From Picasa Web Album page, save the album’s KML file.
# Publish KML to CMS, notify of availability.
# Secondary exploitation - Mark and identify features, issues, etc. using Skitch.
# Add annotated photos from Skitch to Picasa album.
# Upload annotated photos to Picasa Web Albums.
# Publish notes about annotations to CMS, notify of availability of exploited imagery.

'''Distribution'''

End user access to the still images is available via the Content Management System and Picasa Web Albums. The images can also be distributed via USB drive, CD-ROM, or other removable media.

====Ortho-rectified Mosaic====

During post flight processing, the geo-tagged still images can be stitched together using software to create an ortho-rectified mosaic image of the entire area covered by the flight, creating a pseudo-map. This process can be time consuming and creates large datasets, which may be difficult to distribute via the internet. Ortho-rectified mosaics are too large to be distributed via most email systems.

Ortho-rectified mosaics (referred to as ‘orthos’ from here on) are useful for analyzing large areas and are easier to understand than a collection of still images (such as the Still Images product).

'''Processing Workflow'''

# At a minimum, perform Steps 1 through 7 of the Still Images Processing Workflow. Recommended that all steps in the Still Image Processing Workflow be completed prior to this workflow being started.
# Load photos into Agisoft Photoscan Pro and process to obtain a JPG or PNG format Orthophoto. This process will take considerable time!
# Publish notes about orthos to CMS, notify of availability of orthos.

'''Distribution'''

End user access to the processed orthophoto will be via USB drive or other removable media. In some situations, it may be possible to provide online access to the orthophoto via FTP or other web services, but this will require excellent IT infrastructure to accomplish.

====Digital Maps====

Digital maps may look and feel like an ortho-rectified mosaic, but they contain editorialized information. Utilizing the ortho-rectified mosaic image, geographical information system (GIS) software can create full featured maps for distribution via print or electronic means (internet delivery). This process is manual and may take considerable time (days) during post-processing.

'''Processing Workflow'''

# At a minimum, perform Steps 1 through 7 of the Still Images Processing Workflow. Recommended that all steps in the Still Image Processing Workflow be completed prior to this workflow being started.
# Perform the Ortho-rectified Mosaic workflow.
# Using ArcGIS, QGIS, TileMill or similar software packages (not prescribed here), create digital map products from the created ortho.
# Using a digital map tile creation tool, publish the resulting map tiles on the internet.
# Publish notes about maps to CMS, notify of availability of map products.

'''Distribution'''

Digital map tiles, once published online, can be utilized by a variety of digital tools on desktop and mobile platforms.

====Digital Elevation Model====

During post flight processing, vertical still images can be used to create a three-dimensional model of the area observed. This model can be utilized as a Digital Elevation Model or used to create contour lines on a map. This process takes considerable processing time and may require detailed ground surveys to occur simultaneously with original flight(s).

'''Processing Workflow'''

# At a minimum, perform Steps 1 through 7 of the Still Images Processing Workflow. Recommended that all steps in the Still Image Processing Workflow be completed prior to this workflow being started.
# Perform the Ortho-rectified Mosaic workflow.
# In PhotoScan Pro, Generate a Digital Elevation Model (DEM) file.
# Upload the DEM file to the CMS and publish link.
# Publish notes about DEM to CMS, notify of availability of DEM products.

'''Distribution'''

Digital Elevation Model files are relatively small in size, and can be distributed online (as in the workflow above) or via any USB or removable media.

====Live Video (Color or IR)====

Live video, transmitted from the aircraft to the ground while in flight, is a valuable decision making tool. Live Video can be combined with just about any mission type, even if the primary mission is not to shoot video.

This process utilizes YouTube’s Live Streaming capability. This tool provides for live broadcast of a video stream, as well as an immediate archive of the video after the live broadcast ends. Access to the video can be restricted via obfuscation (viewers must have the URL) or access control - users must sign in via username and password.

Live video transmission to the ground station is standard definition (SD, 640x480 pixels) when originating from the 3DR Iris+, FireFLY6, or 3DR Y6. Live video is high definition (720p, 1280x720 pixels) when originating from the DJI Phantom 3 Advanced or DJI Inspire 1

Live video is only possible while the aircraft and payload are within transmission range of the ground station.

Live video requires broadband internet at the Ground Control Station - preferably 4G or LTE service. There will be a delay in the video stream of between 30 and 60 seconds.

'''Processing Workflow'''

# Create map and description of the mission area in Google Maps.
# Publish map and mission description to CMS.
# Prior to flight, test video downlink.
# Connect USB video capture device to laptop used to process/transmit video.
# Connect video receiver on the ground to the USB capture device inputs.
# UAS Crew utilizes receiver/monitor in the Ground Station to monitor the aircraft and provide real-time assessment and planning.
# Launch YouTube Dashboard (https://www.youtube.com/dashboard) in Google Chrome
# Schedule a new “Live Streaming Event”, using the “Quick” (Google+ Hangouts on Air). Set privacy to “Unlisted” or “Private”. Title and description must be completed and should include reference to the mission identifier, date and time.
# Click ‘Go Live Now’. This will launch Google+ Hangouts On Air.
# Select the USB capture device as the input for the Google Hangout video. The video from the UAS should now be displayed on the screen.
# Click ‘Start Broadcast’.
# During the mission, the Hangout Toolbox can be used to display text information over the video, or to replace the video with still images.
# From the YouTube Dashboard, get the URL of the Live YouTube stream.
# Publish link to the CMS, notify of availability of live video imagery.
# At the conclusion of the flight, shut down the live stream.
# Modify the link on the CMS to indicate the link is no longer live, but an archived version of a previously live video.
# Publish notes about video to CMS, notify of availability of archived video imagery.

'''Distribution'''

All distribution of the live video is via the internet.

====Post-Mission Video (Color or IR)====

In situations where internet access is not available, video can be recorded in-flight and processed and distributed after the sortie or mission. This mission is not dependent on the Live Video mission type - it can be run simultaneously or stand alone.

Unlike Live Video, Post-Mission Video is always high-definition, typically 1080p resolution.

'''Processing Workflow'''

# Create directory structure to contain mission video.
# Create map and description of the mission area in Google Maps.
# Publish map and mission description to CMS.
# Download video from the aircraft and clear the aircraft/payload memory card.
# Download the autopilot log for the flight.
# Synchronize the video to the log and create location visualizations using Garmin VIRB Edit or similar software.
# Initial exploitation - edit video to remove unnecessary segments (launch, landing, etc.)
# Downsample video to minimum acceptable resolution
# Upload video to Google Drive
# Publish link to Google Drive video to CMS, notify of availability of processed video.
# Publish notes about video to CMS.

'''Distribution'''

Final processed videos may be very large, depending on resolution and duration. Videos should be uploaded to Google Drive as soon as practical but lack of bandwidth may delay this process. Post-Mission Video can also be distributed via USB drive or other removable media. In many cases, this may be the preferred method.

====Still Images from Video (Color or IR)====

During processing of Post-Mission Video, it may be desirable to capture still images from the video file. This can be accomplished using a variety of techniques, from dedicated software to taking a screenshot of the video while paused.

Once the images are captured, they can be processed as Still Images as described in '''Still Images (with Geographic Representation)''' manual geotagging will be required.

===UAS Capabilities Outline===

These figures should be used for rough planning purposes only.

====3DRobotics IRIS+ Multirotor====

:'''Endurance:''' 11 minutes (with reserve)
:'''Inventory''': 5 aircraft
:'''Missions:''' Still imagery, video imagery (live SD and post-processed), Life safety drop
:'''Minimum Crew:''' 2
:'''Coverage at 400' AGL: '''19 acres (.075 sq. km. / 7.5 hectares)
:'''Coverage at 200' AGL:''' 9.5 acres (.038 sq. km. / 3.85 hectares)

====3DRobotics Y6 Multirotor====

:'''Endurance:''' 11 minutes (with reserve)
:'''Inventory:''' 1 aircraft
:'''Missions:''' Still imagery, video imagery (live SD and post-processed)
:'''Minimum Crew:''' 2
:'''Coverage at 400' AGL:''' 19 acres (.075 sq. km. / 7.5 hectares)
:'''Coverage at 200' AGL:''' 9.5 acres (.038 sq. km. / 3.85 hectares)

====Swift Radioplanes Lynx UAS Fixed-Wing====

:'''Endurance:''' 80 minutes (with reserve)
:'''Inventory:''' 1 aircraft
:'''Missions:''' Still imagery (Nadir)
:'''Minimum Crew:''' 2, 3 Preferred
:'''Coverage at 400' AGL: '''1112 acres (4.5 sq. km. / 450 hectares)
:'''Coverage at 200' AGL:''' 556 acres (2.25 sq. km. / 225 hectares)

====DJI Inspire 1 Multirotor====

:'''Endurance:''' 18 minutes
:'''Inventory:''' 1 aircraft
:'''Missions: '''Still imagery, video imagery (live HD and post-processed)
:'''Minimum Crew: '''2
:'''Coverage at 400' AGL:''' 30 acres (.12 sq. km. / 12 hectares)
:'''Coverage at 200' AGL:''' 15 acres (.06 sq. km. / 5 hectares)

====DJI Phantom 3 Advanced Multirotor====

:'''Endurance:''' 20 minutes
:'''Inventory:''' 1 aircraft
:'''Missions:''' Still imagery, video imagery (post-processed only)
:'''Minimum Crew:''' 2
:'''Coverage at 400' AGL:''' 30 acres (.12 sq. km. / 12 hectares)
:'''Coverage at 200' AGL:''' 15 acres (.06 sq. km. / 5 hectares)

===Risk Matrix===

The current EMHS/CDRP Risk Matrix appears below. It can be accessed at:

https://drive.google.com/folderview?id=0B7eEPWQtRx9UfnBGcktYQmdzb1NXemM3N0tmMHlNNE9BR0ZSVG9rVnowZnBiaGNjbmJvOVk&usp=sharing

===Glossary and Acronyms===

====Acronyms====

:'''AGL''' - Altitude above ground level
:'''AO''' - Aircraft Operator
:'''AOB''' - Air Operations Branch
:'''ATO''' - Air Traffic Organization
:'''COA''' - Certificate of Authorization
:'''CTAF''' - Common Traffic Advisory Frequency
:'''FAA''' - Federal Aviation Administration
:'''GCS''' - Ground Control System
:'''IR''' - Infrared
:'''MSL''' - Altitude above mean sea level
:'''NOTAM''' - Notice to Airmen
:'''NM''' - Nautical mile
:'''PFC''' - Primary Flight Controller
:'''PIC''' - Pilot-in-Command
:'''POH''' - Pilot's Operating Handbook
:'''SO''' - Sensor Operator
:'''SOG''' - Standard Operating Guide
:'''TFR''' - Temporary Flight Restriction
:'''UAS''' - Unmanned Aircraft Systems
:'''UAV''' - Unmanned Aerial Vehicle
:'''VO''' - Visual Observer

====Glossary====

:'''Air Operations Branch''' - Branch of the Incident Command System responsible for the coordination and direction of all airborne assets and activities.

:'''Air Traffic Organization''' - Administrative division of the FAA responsible for the safe control of all air traffic in the United States.

:'''Aircraft logbook''' - Logbook for each aircraft detailing flight time, maintenance and repairs.

:'''Aircraft Operator''' - Crewmember responsible for operation of the autopilot and autonomous flight systems.

:'''Certificate of Authorization''' - Authorization from the FAA to operate a UAS for research or public use.

:'''Certificated Pilot''' - A pilot in possession of a valid and current pilot's certificate issued by the FAA or other international aviation authority.

:'''Commercial Pilot Certificate '''- A pilot's certificate valid for commercial operations (for hire).

:'''Crew '''- Personnel required for the safe and effective operation of the UAS.

:'''Failsafe mode '''- Automated mode which is triggered when the UAS loses connection/signal from the GCS and/or PFC. Typically the failsafe mode is 'return to launch'.

:'''Flight''' - One launch to landing cycle of the aircraft and crew.

:'''Ground Control Station''' - Computer, tablet and/or other communications equipment on the ground designed to interface with and control the aircraft and autopilot.

:'''Guided Mode '''- Autopilot controlled flight mode in which the Aircraft Operator clicks on a map interface to direct the aircraft to fly to that location.

:'''Medical Certificate '''- An FAA issued certificate indicating the holder has passed a flight physical and background check. Medical Certificates are issued in three classes, First, Second and Third, and are good for a limited period of time.

:'''Mission '''- One assigned objective for the UAS and crew to accomplish. A single mission may require multiple sorties or flights.

:'''N-Number''' - FAA aircraft registration number. In the United States, all aircraft registration numbers begin with the letter 'N'.

:'''Non-towered Airport '''- An airport without an operating/staffed control tower.

:'''Notice to Airmen''' - A standard method of informing the aviation/pilot community of a special or temporary condition that may impact the safety of flight.

:'''Pilot-in-Command '''- The individual who has final authority and responsibility for the aircraft and crew.

:'''Pilot's Operating Handbook''' - The manual that outlines all aspects of the safe and effective operation of a specific aircraft or UAS.

:'''Private Pilot Certificate''' - A pilot's certificate valid for personal or non-commercial/non-compensated use.

:'''Registration number''' - See N-number

:'''Safety Pilot''' - Pilot or operator of the UAS who utilizes the Primary Flight Control to maneuver (or 'fly') the aircraft. The safety pilot is typically also the Pilot-in-Command.

:'''Sensor Operator''' - Crew member responsible for the configuration and operation of the sensor payload as well as equipment that supports that payload.

:'''Sortie''' - A single flight of the UAS or aircraft.

:'''Temporary Flight Restriction''' - A temporary restriction placed by the FAA on a specific piece of airspace for a specific time. Enforced to ensure the safety of aircraft as well as people on the ground. TFR's are common over a disaster impact area to prevent normal traffic from interfering with search and rescue aircraft, etc.

:'''Towered Airport''' - An airport with an operating and manned air traffic control tower.

:'''Unmanned Aerial Vehicle''' - Acceptable term for an unmanned aircraft. Refers to the aircraft itself.

:'''Unmanned Aircraft System '''- The FAA adopted term for an unmanned aircraft as well as the systems, equipment, and crew that support that aircraft. This is the preferred terminology.

:'''Visual Observer''' - Crew member responsible for ensuring the UAS does not interfere with other aircraft or obstacles.

:'''Waypoint''' - A set of coordinates and altitude entered in the GCS to which the aircraft will automatically fly. Upon reaching the waypoint, the aircraft will typically move to the next sequential waypoint.

UAS in EM Standard Operating Guide

2019-02-26T00:22:18Z

Dmerrick: /* Line of Sight */

'''SOG Version 1.6 | 25 FEB 19'''
==Introduction==
'''SOG Section 1 - Introduction'''
===Overview===
The Center for Disaster Risk Policy (CDRP) at Florida State University established the Unmanned Aircraft System research project to assess and improve the usability of small unmanned aircraft systems in the context of state, local, and federal disaster management. This project examines UAS hardware, software, policies and procedures, data collection methodologies, and crew training and education to develop best practices for UAS applications in emergency management. Governments and organizations at all levels are expressing interest in how UAS can be applied to emergency management processes, including mitigation, preparedness, response and recovery.

The Center for Disaster Risk Policy (CDRP) is the applied and field research arm of the Emergency Management and Homeland Security Program (EMHS) at FSU, and CDRP faculty and staff have decades of operational emergency management, communications, and information technology experience. CDRP Faculty and Staff, in conjunction with EMHS students have deployed UAS for a variety of emergency and disaster related projects, including risk reduction projects in Haiti and Belize, as well as hurricane response efforts in Florida and Texas. The CDRP UAS Team has worked with Florida Urban Search and Rescue (US&R) Task Forces in both exercises and real-world deployments.

===Purpose of this Document===
This Standard Operating Guide includes all non-aircraft specific information and operational guidelines for CDRP personnel operating a UAS.

Further, this document may be used as a template for any entity conducting UAS operations in support of emergency or disaster response agencies. This document is open source and available to anyone who may need it.

===Authors===
David Merrick, Jarrett Broder, Rob McDaniel, Jessica Weins, Tanya Shannon, Laura Hart, and Abra Kinch

===Published Location===
This guide and all supporting documents is published at http://uas.cdrp.net

[[File:transparent.gif|150px|link=]]
==Administration==
'''SOG Section 2 - Administration'''
===Administrative Control===
This unmanned aircraft system research project is under the administrative control of the Center for Disaster Risk Policy at Florida State University. All research and operations must comply with CDRP polices and procedures, University policies and procedures, as well as state, local and federal laws and regulations.

The CDRP UAS research project director is David Merrick - dmerrick at em fsu edu.

===Authority to Task===
Only the Director of the Center for Disaster Risk Policy at Florida State University or their delegates have the authority to task or assign any UAS resources (including but not limited to aircraft, personnel, or equipment) to any project, mission, or other assignment.

===Maintenance of this Document===
The CDRP UAS Standard Operating Guide is maintained and updated by the faculty/staff of CDRP and approved for publication by the Director of CDRP.

===Coordination with the Federal Aviation Administration===
For purposes of correspondence with the FAA, to include (but not limited to) aircraft registration, Certificate of Authorization (COA) applications, incident reporting, operational reporting, etc., this research program should be identified as:

:Center for Disaster Risk Policy
:Florida State University
:113 Collegiate Loop
:Bellamy 638
:Tallahassee, FL 32306-2250
:850.644.9961
:uas@em.fsu.edu

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==Unmanned Aircraft Systems Limitations and Requirements==
'''SOG Section 3 - UAS Limitations and Requirements'''
===Limitations and Requirements Overview===
All UAS operated by CDRP faculty, staff or students will meet the following requirements and limitations, without exceptions.

These limitations and requirements are in effect to ensure safe operation of the UAS and ensure the safety of the crew, onlookers and other personnel not directly involved in the operation.

These requirements are derived from 14 CFR Part 107, FAA Certificate of Authorization requirements, University guidelines, and Section 333 of the FAA Modernization and Reform Act of 2012.

===Weight===
The UAS will weigh less than 55lbs. at takeoff. This is gross weight (or 'all up' weight) including fuel sources (battery) and mission payload.

===Performance and Altitude===
The UAS will not exceed 86 knots of ground speed during flight. This equates to 100mph or 44m/s.

The UAS will not exceed 400' AGL unless specifically authorized by the FAA or if operated within the parameters of 14 CFR Part 107.

===Preflight Inspection===
Prior to any UAS flight, the Remote Pilot in Command (RPIC) will conduct a thorough inspection of all components of the UAS, including the air vehicle, ground control station, and communication devices. Systems not found to be in condition for safe flight or operation will not be utilized. Determination of 'safe flight or operation' rests with the RPIC.

Any discrepancies found during pre-flight inspections should be logged in the aircraft logbook.

===Minimum Crew===
All UAS operations will be conducted by a Remote Pilot in Command (RPIC) and at least one (1) Visual Observer (VO) or one (1) Aircraft Operator (AO), for a minimum crew of two (2). The RPIC has the final authority and responsibility for the safe operation of the UAS and the safety and well-being of UAS crewmembers. While not required a third crewmember (in either the VO or AO crew position) is recommended for safe operations.

===Failsafe/Lost Link Mode===
All UAS must be equipped with a failsafe/lost link mode in case of primary control link failure. This failsafe or lost link mode should return the aircraft to the launch point without requiring human intervention. Specific mission profiles may require a different failsafe mode to ensure the safety of persons on the ground.

===Flight Termination Option===
Each UAS should be equipped with an in-flight termination option. This would immediately kill power to the aircraft, resulting in an immediate and uncontrolled decent into terrain. Flight termination modes are not a replacement for lost link or failsafe modes. Flight termination should only be carried out when it is the only option to prevent injuries to bystanders or other persons not involved in the operation. Crew members should be briefed on how to initiate flight termination, as well as the effects of flight termination, before every sortie.

===Emergency Procedures Defined===
All UAS must have documented emergency procedures covering (at a minimum): engine or power failure; fire; loss of control link; loss of GPS; loss of telemetry data link; loss of video downlink. Emergency Procedures will be detailed in the Pilot's Operating Handbook as required in this SOG.

===Flight Controls===
All UAS must have a Primary Flight Controller (PFC) allowing the pilot manual (or a close approximation of manual) control over the aircraft. All UAS must have an autopilot capable of autonomous and user-directed flight.

The PFC must be in the immediate control of the Remote Pilot in Command at all times. "Immediate control" allows for persons other than the RPIC to manipulate the controls, however, the RPIC must remain in a position to retake controls in the event of an unsafe condition or emergency.

===Required Flight Modes/Autopilot Modes===
Each aircraft and autopilot combination provides different flight control modes. While the aircraft or autopilot may provide additional modes, the following are required:

* Manual/Stabilized/Atti Mode - Allows the pilot or pilot-in-command to manually control the aircraft. This mode may provide stabilization if required (as on a multi-rotor).
* Loiter/GPS Mode - Allows the aircraft to hold lateral position and altitude with minimal pilot input. Fixed-wing aircraft may circle a specific point.
* Return to Launch (RTL) or Return to Home (RTH) - Directs the aircraft to begin an automated least-time/least-distance return to the launch point. Useful as a failsafe mode, but not encouraged in normal operations. Obstacle avoidance it permitted in this mode.

===Battery Reserve===
Battery voltage is the 'fuel' for electric UAS. With this in mind, all UAS flights will end while the aircraft maintains a 20% battery reserve. Battery voltage and capacity should be measured using voltage of the battery per the aircraft POH.

===Aircraft Markings===
All UAS must be registered with the FAA. All aircraft must display the corresponding registration number (N-number or FA-number) in a permanent fashion so that it is visible while the UAS is on the ground.

UAS must show an external identifier of "Florida State University".

===Aircraft Documentation===
Each UAS will have a Pilot's Operating Handbook (POH) specific for the model. The POH will be located with the Ground Control Station and will be familiar to each crewmember.

The POH will include all documentation required by this SOG and will be available for inspection during all UAS operations.

[[File:transparent.gif|150px|link=]]

==Crewmembers==
'''SOG Section 4 - Crewmembers'''
===Crewmembers Defined===
UAS crewmembers constitute any personnel responsible for the safe operation of the unmanned aircraft, support systems, payload, or coordination systems. Crewmembers are classified into one of the following positions: Remote Pilot-in-Command, Aircraft Operator, Sensor Operator, Visual Observer.

'''The required positions for all UAS flights are Remote Pilot-in-Command and either a) Visual Observer, or b) Aircraft Operator.''' Other positions may be added to a flight if mission requirements and workload dictate.

===Remote Pilot-in-Command===
The Remote Pilot-in-Command (RPIC) flies the aircraft and is the final authority on all aspects of the UAS operation. The RPIC is responsible for all aspects of the UAS operation and supervises the Visual Observer, Aircraft Operator, and/or Sensor Operator. For purposes of clarification - the Remote Pilot-in-Command is the equivalent of the (manned) Pilot-in-Command position defined in 14 CFR Part 61, Part 91, and elsewhere.

====Remote Pilot-in-Command Required Standards====
*The RPIC must possess a current Part 107 Remote Pilot Certificate, or meet the minimum pilot standards as stated in the FAA-issued Certificate of Authorization (COA) being utilized to conduct flight operations.
*The RPIC must have met the knowledge and practical standards in the document [[UAS in EM Operator/Remote Pilot Standards]]

====Remote Pilot-in-Command Currency Requirements====
*Prior to current UAS operations, the RPIC will have logged a minimum of 2 hours as a UAS pilot and 3 take offs and 3 landings in the preceding 90 days. This is total time, not in a specific aircraft.

===Aircraft Operator===

The Aircraft Operator (AO) operates the UAS autopilot and autonomous systems. The aircraft Using these systems, the AO may control the aircraft using waypoint navigation or guided mode. The AO assists with the launch and recovery of the aircraft and coordinates with the Sensor Operator if assigned.

===Visual Observer===

The Visual Observer (VO) acts as a second set of eyes for the Pilot-in-Command and ensures safe operation of the UAS. This includes ensuring separation of UAS operations from manned aviation activity, enforcing minimum safe distances of bystanders and observers, and safe interaction of the crew. The VO assists with launch and recovery of the aircraft.

===Sensor Operator===

The Sensor Operator (SO) operates the UAS payload and/or sensors, including EO/IR cameras, digital still cameras, atmospheric sensors, or any other payload. The SO assists with the launch and recovery of the aircraft and coordinates with the Aircraft Operator if assigned.

===Training and Proficiency===

CDRP UAS crew will maintain proficiency through periodic training and proficiency flights.

Pilot-in-Command, Aircraft Operator, and Visual Observer must demonstrate proficiency in knowledge and practical standards every 90 days.

(((EXPAND)))

===Crew Flight Logs===

All crew are required to maintain accurate logs of all time associated with UAS flights. This includes, but is not limited to; time as Pilot-in-Command, time as Aircraft Operator, time as Visual Observer, time as Sensor Operator, and time as an instructor.

Flight logs should be consolidated once per calendar month, stored electronically in a centralized location, and reviewed periodically for accuracy and completeness.

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==Flight Environment==
'''SOG Section 5 - Flight Environment'''
===Airspace===
UAS Flights will primarily occur in Class G airspace. No operations will be conducted in Class A or Class B airspace. Operations in Class C and Class D airspace will only occur with prior approval of the FAA.

Operations within five (5) nautical miles of a non-towered airport will require approval from the airport authority prior to operations commencing.

''See Appendix A - Post Disaster Airspace Management and Coordination for more information regarding UAS operations during or after an emergency or disaster.''

(((EDIT)))

===Line of Sight===
All UAS will be flown within the visual line of sight of the Pilot in Command and Visual Observer. Visual line of sight must be unaided through optical or electronic means (outside of standard prescription contact lenses or glasses).

(((EXPAND))) Add mitigation and corrective actions.

===Altitude===
All UAS flights will be conducted at or below 400' AGL.

===Weather and Time of Day===
All UAS flights will operate at least 500 feet below or 2,000 feet horizontally from clouds. All UAS flights will be conducted when visibility is at least 3 statute miles from the Pilot in Command and Visual Observer.

All UAS flights will occur during daylight hours.

===Flight Risk Assessment===
Crew will conduct a thorough risk assessment prior to each UAS sortie. Factors considered will include weather, location, mission parameters, crew capacity and operational tempo.

The CDRP Risk Matrix tool is located in Appendix E - Risk Matrix.

===Preflight Briefing===
Prior to all UAS flights, sorties, or missions, a thorough preflight brief will be conducted for all crewmembers, observers and other participants. This briefing will include, at a minimum:

* Crewmember assignments
* Aircraft and payload summary
* Mission or purpose of flight
* Description of the mission or flight area
* Duration
* Weather
* Identification of coordinating/controlling agencies, entities, etc.
* Communications plan, including crew and outside communications
* Hazards to the aircraft and crew
* Description of primary launch and recovery area (LRA) and any alternate LRA's

===Launch and Recovery Areas===
Launch and Recovery Areas (LRAs) will be selected based on the requirements of the aircraft and the mission. LRAs must be located on property the UAS crew has a legal right/permission to access, and must provide a safe area to operate for the crew, observers, and aircraft.

LRA's must be clear of overhead power lines, telecommunication lines, and other obstacles.

===Operations Over People and Property===
The UAS will not be operated directly over any person at an altitude that is hazardous to the persons below in the event of a failure of the UAS or associated systems.

===Yield to Manned Aviation===
All UAS operations must remain clear of and immediately yield to manned aircraft operations. This includes ultra-light aircraft, parachutists, balloonists, parasailing activity, hang gliders, etc.

===Battery/Fuel Reserve===
All UAS will land with a 25% reserve battery power. This reserve may be used at the discretion of the pilot-in-command only to ensure safety of flight as well as people/material on the ground.

===Privacy===
UAS will not capture or retain imagery of private property or persons where doing so would violate a reasonable expectation of privacy.

For operations in the State of Florida, all flights will be conducted in compliance with State statute 934.50 "Searches and seizure using a drone."

===Stationary Ground Control Station===
UAS operations will only be conducted from stationary locations. The PIC or ground control station will not be located in a moving vehicle.

===Sterile Cockpit===
During critical flight operations, such as launch and recovery, the UAS crew will ensure that a 'sterile cockpit' is enforced around the ground control station. Sterile cockpit means that no extraneous conversation or non-essential activities will occur.

[[File:transparent.gif|150px|link=]]
==Maintenance==
'''SOG Section 6 - Maintenance'''
===Airframe Log===

All maintenance performed on UAS will be logged in the UAS airframe logbook. Each entry will include, at a minimum: the person performing the maintenance action, date, description of the maintenance action, and list of parts replaced.

Changes to the firmware, software, or operating system of the aircraft or autopilot must be logged.

===Periodic Inspection===

All UAS airframes will be inspected for damage every calendar quarter. These inspections will be logged in the UAS airframe logbook. This inspection must include: full power test, control surface check, transmitter/receiver range check, and autopilot functionality check.

===Payload Changes===

All payload changes will be logged in the UAS airframe logbook. This will included routine swaps of previously flown payloads.

===Bench and Acceptance Testing===

Any activity that changes the operational and/or flight characteristics will require that the UAS undergo bench and flight acceptance testing prior to further use.

Bench testing may be accomplished without propellers or rotors to ensure expected operation of autopilots, control surfaces, servos, etc. Bench testing should be performed before flight acceptance testing.

Flight acceptance testing must be performed prior to operational or research use. Flight testing should be conducted in a remote and secure location, with a limited crew exposure to the untested aircraft.

Changes to any of these systems requires bench and flight testing:

* Structural components of the airframe
* Motors
* Electronic speed controllers
* Power distribution systems
* Radio control transmitter or receiver
* Autopilot or flight controller
* Propellers (reconfigure only)

[[File:transparent.gif|150px|link=]]
==Permissions and Certifications to Fly==
'''SOG Section 7 - Permissions and Certifications to Fly'''
===Certificate of Authorization===

CDRP will obtain an Air Traffic Organization (ATO) issued Certificate of Authorization (COA) prior to conducting UAS operations for any purpose. This COA may be obtained for a Public Aircraft of flight operations that are a public good, or under a valid Section 333 exemption for commercial activities.

===Emergency Certificate of Authorization===

When operating in support of an emergency response or recovery effort, an Emergency Certificate of Authorization (E-COA) may be obtained from the FAA. The E-COA will authorize existing airframes and/or systems defined in an existing COA to operate in new airspace under specified guidelines.

The E-COA process requires the authorization of a response or recovery agency.

===Notice to Airmen===

If required by the COA, CDRP will request a Notice to Airmen (NOTAM) 48 to 72 hours in advance of UAS operations.

===Plan of Activities===

CDRP will provide a written Plan of Activities to the local ATO office with jurisdiction over the area encompassing the UAS operations. This written plan will be submitted as early as feasible prior to the commencement of UAS operations. CDRP will also make public the Plan of Activities on the website http://cdrp.net.

The Plan of Activities will include (at a minimum):

* Dates and times of UAS operations
* Contact name and phone number for the UAS pilot-in-command
* Make, model and N-number of the UAS to be flown
* Name and FAA certificate number of the UAS PIC
* Statement that the CDRP has obtained permission from the property owners and/or local officials to conduct the flight.
* Signature of exemption holder or representative
* A description of the flight activity, including maps and diagrams of the activity.

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==Appendices==
'''SOG Section 8 - Appendicies'''

*'''[[Appendix A - Post Disaster Airspace]]'''
*'''[[Appendix B - UAS Missions and Applications]]'''
*'''[[Appendix C - UAS Capabilities Outline]]'''
*'''[[Appendix D - Risk Matrix]]'''
*'''[[Appendix E - Acronyms and Glossary]]'''

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===Post-Disaster Airspace===
Flight operations, manned and unmanned, in post-disaster airspace are complicated and potentially dangerous. As such, close coordination between FAA ATO, the SERT Air Operations Branch and the UAS operator are critical. When operating in these environments, UAS crews should maintain a sterile cockpit at all times.

====UAS Coordination====
UAS flights supporting disaster response and/or recovery will occur only after coordination with and approval by the responsible Air Operations Branch at the city, county or state level. During all post-disaster UAS operations, CDRP will designate a UAS Coordinator as the direct contact to the Air Operations Branch. The UAS Coordinator will be co-located with the Air Operations Branch whenever practical.
====Airspace Deconfliction====
UAS operations need to be in compliance with the FAA Airspace Management Plan for Disasters (AMP). This is accomplished within the Air Operations Branch.

The standard FAA AMP calls for rotary wing search and rescue (SAR) and rotary wing sling load operations to occur between the surface and 500' AGL. This is in direct conflict with the typical airspace for small UAS operations. Therefore, it is recommended that UAS operations be segregated from active rotary wing SAR and sling load operations.

Pilots of manned aircraft are not likely to see a UAS at low altitude. Therefore it is the responsibility of the UAS crew to see and avoid manned aircraft at all times. UAS are required to always yield to manned aircraft.

UAS segregation should occur using three factors: geographic, altitude, and date/time. UAS flights should be authorized only in specific airspace, from the surface to a specific altitude (typically 400' AGL or less) and in specific date and time blocks. All altitude coordination with the AOB or ATC must be done in feet (English).

====Air Operations Branch Communication====
UAS crew must notify the AOB via telephone prior to launch of a UAS and again upon recovery. If the duration of the UAS sortie is to exceed 20 minutes, the UAS crew must notify the AOB every 20 minutes of the aircraft status, location, airspeed and altitude.

====Local Traffic Radio Communication====
The UAS crew must advise local air traffic via the established CTAF (Common Traffic Advisory Frequency) every 20 minutes of UAS position, airspeed and altitude. In case of operations near towered airports, these CTAF reports will be made to the local ATC controlling the airspace. In operations away from towered airports, CTAF calls will be made "in the blind" in the same manner as manned aircraft notify local traffic of activities in and around the traffic pattern of uncontrolled airports.
A.5 - Airspace Exceptions

In a post-disaster environment, particularly when a Temporary Flight Restriction (TFR) has been issued by the FAA, UAS Flights may occur in any type of airspace authorized by the FAA and the Air Operations Branch.

===UAS Mission Profiles===
UAS operations can support several missions typically managed by the Florida SERT Air Operations Branch (AOB), including '''Incident Awareness and Assessment (IAA), Aerial imagery''' and '''Airborne search and rescue'''. These activities support the AOB defined mission priorities of reconnaissance, property protection, environmental protection, and lifesaving.

To accomplish these activities, UAS operations can be broken down into several UAS mission types applicable to emergency management. Each of these UAS mission types has payload requirements as well as specific products - the output of the mission. By understanding the products of each of these mission type, managers can apply an appropriate mission to an activity and/or priority.

Some aircraft and payload combinations allow for the payload to be configured in flight to accomplish different mission types. Others require the payload to be configured on the ground, prior to launch, and is not changeable in flight.

A specific mission profile is capable of generating specific products and outputs. Further, each mission profile has set requirements in the context of airframe, payload, supplemental equipment, and crew.

====Still Imaging====
Still image collection can capture either vertical or oblique imagery.

Vertical still images (also called nadir images) are taken with the camera oriented so that it is pointed straight down (vertically) at the ground. Each image captured is what appears directly below the aircraft. No horizon is visible. Vertical still images look like small parts of a map, and provide roughly consistent scale across the entire image. The vertical perspective also makes the measurement of direction and distance possible on the raw photo.

Oblique still images are taken with the camera oriented horizontally or at an angle other than vertical. High angle oblique images have the apparent horizon visible in the image, while low angle oblique images do not. Oblique images have some significant advantages over vertical images. At similar altitudes, oblique images show more area than a vertical image, though perspective creates significant distortions in scale and distance. Oblique images also can show features that are not visible in vertical images, such as walls of buildings.

The camera may be configured to capture images on a timed cycle using an intervalometer or it may be connected to the aircraft autopilot to capture images spaced by a set distance, such as every 50 meters. Further, some payloads and/or cameras may allow the operator to trigger the camera manually.

To be effective in this mission, all images must be tagged with the geographic coordinates of the camera when the image was taken. To accomplish this, the camera should either have an integrated global positioning system (GPS) or the images may be geocoded using autopilot logs during post-flight processing.

Note that oblique still images cannot be used to create ortho-rectified mosaics or maps.

'''Requirements'''
* Still imaging payload or camera, including any required stabilization mounts (anti-vibration, gimbal, etc.) and recording media (SD Card, etc.)
* Transmitter for imaging feed to ground control station
* Receiver and monitor for imaging feed
* GPS logging of aircraft position during flight

'''Products or Outputs'''
* Still images
* Still images with geographic representation
* Ortho-rectified mosaic
* Digital maps
* Printed maps
* Digital elevation models

====Video Imaging====

Video image collection can capture either vertical or oblique imagery. Classification of video as vertical or oblique follows the same guidelines as described in '''Still Imaging.'''

For the highest quality video imagery the camera should be stabilized using a brushless gimbal that negates or reduces the apparent movement of the aircraft.

Embedding location coordinates in video imagery is not possible in the same way it is accomplished in still imagery. Geographic information (location information) from the aircraft's autopilot flight logs may be synced to the video file in post-processing to illustrate the location of the video.

Video imaging may include live video transmitted to the ground in addition to video recorded and stored on the aircraft.

'''Requirements'''
* Video imaging payload or camera, including any required stabilization mounts (anti-vibration, gimbal, etc.) and recording media (SD Card, etc.)
* Transmitter for imaging feed to ground control station
* Receiver and monitor for imaging feed in ground control station
* GPS logging of aircraft position during flight

'''Products or Outputs'''
* Live video
* Post-mission video
* Still images from video
* Pushbroom images from video

====Infrared Imaging====

Infrared image collection can capture either vertical or oblique video imagery in the near infrared spectrum. Classification of infrared imagery as vertical or oblique follows the same guidelines as described in '''Still Imaging.'''

For the highest quality infrared imagery the camera should be stabilized using a brushless gimbal that negates or reduces the apparent movement of the aircraft.

Embedding location coordinates in infrared video imagery is not possible in the same way it is accomplished in still imagery. Geographic information (location information) from the aircraft's autopilot flight logs may be synced to the infrared video file in post-processing to illustrate the location of the infrared video.

Infrared video imaging may include live video transmitted to the ground in addition to high-definition video recorded and stored on the aircraft.

'''Requirements'''
* IR imaging payload or camera, including any required stabilization mounts (anti-vibration, gimbal, etc.) and recording media (SD Card, etc.)
* Transmitter for imaging feed to ground control station
* Receiver and monitor for imaging feed
* GPS logging of aircraft position during flight

'''Products or Outputs'''
* Live infrared video
* Post-mission infrared video
* Still images from infrared video
* Pushbroom images from infrared video

====Low Level Corridor Imaging====

Low level corridor imaging is a specialized video imaging mission profile intended for flood assessment in streets with limited overhead clearance due to trees and power lines.

'''Requirements'''
* Video imaging payload or camera, including any required stabilization mounts (anti-vibration, gimbal, etc.) and recording media (SD Card, etc.)
* Video camera suitable for navigation and obstacle clearance (First Person View camera)
* Transmitter for imaging feed to ground control station
* Receiver and monitor for imaging feed in ground control station
* GPS logging of aircraft position during flight
Products of Video Imaging Mission Profile
* Live video
* Post-mission video
* Still images from video

====Life Safety Equipment Deployment====

[ in development ]

===UAS Data Processing===
Once the UAS sortie is complete, the data collected must be processed into a usable product. That product must then be distributed (made available in some way) to the end user. This Annex serves as a base document to discuss the post-mission processing and distribution required for a variety of UAS mission types.

To support the distribution of products, the following items/services are required:

* High-speed (broadband) internet access such as 4G or WiFi
* An internet Content Management System (CMS) such as WordPress, Mura, or Google Sites. (Google Docs may be used in this role).
* A Google account capable of supporting Google Hangouts, YouTube streaming, Google Photos, Google My Maps, and Picasa Web Albums
* The following software packages installed and configured on the computer to process photos and videos:
** Google Picasa (https://picasa.google.com/)
** Google Chrome (http://www.google.com/chrome/) (Highly recommended)
** Google Earth Pro (https://www.google.com/earth/download/gep/agree.html)
** Skitch by Evernote (https://evernote.com/skitch/)
** GPicSync (https://github.com/metadirective/gpicsync)
** Garmin VIRB Edit (http://www.garmin.com/en-US/shop/downloads/virb-edit)
** Agisoft Photoscan Pro

====Still Images (with Geographic Representation)====

Still images are the simplest of all UAS products. They can be processed to remove distortion or simply distributed ‘raw’ as they are downloaded from the aircraft.

All camera payloads are capable of capturing still imagery either on command from the pilot or via an intervalometer script or device.

'''Processing Workflow'''

# Create directory structure to contain mission images
# Create map and description of the mission area in Google Maps.
# Publish map and mission description to CMS.
# Download still images from the aircraft and clear the aircraft memory card.
# Geolocate images
# If the camera payload contains GPS functionality (such as a Garmin VIRB) then images are geolocated automatically. No further action is required. Skip to step 9.
# Images captured with a non-GPS camera (such as a Canon SX260 or GoPro Hero 4) must have the coordinates of the location the image was captured at written into the file. This can be accomplished by synchronizing the autopilot flight log and the captured images using software such as GPicSync.
# Verify image location data.
# Location information in the images should be reviewed for accuracy.
# Save mission photo set into the appropriate directory structure
# Import mission photo set into Picasa as a Album
# Initial exploitation - delete unnecessary photos, etc.
# Post-process images for color correction or to correct lens distortion (optional)
# Watermark images (optional)
# Upload to Picasa Web Albums, confirm sharing settings (set to Limited).
# Publish link to Picasa Web Album to CMS, notify of availability of initial imagery.
# From Picasa Web Album page, save the album’s KML file.
# Publish KML to CMS, notify of availability.
# Secondary exploitation - Mark and identify features, issues, etc. using Skitch.
# Add annotated photos from Skitch to Picasa album.
# Upload annotated photos to Picasa Web Albums.
# Publish notes about annotations to CMS, notify of availability of exploited imagery.

'''Distribution'''

End user access to the still images is available via the Content Management System and Picasa Web Albums. The images can also be distributed via USB drive, CD-ROM, or other removable media.

====Ortho-rectified Mosaic====

During post flight processing, the geo-tagged still images can be stitched together using software to create an ortho-rectified mosaic image of the entire area covered by the flight, creating a pseudo-map. This process can be time consuming and creates large datasets, which may be difficult to distribute via the internet. Ortho-rectified mosaics are too large to be distributed via most email systems.

Ortho-rectified mosaics (referred to as ‘orthos’ from here on) are useful for analyzing large areas and are easier to understand than a collection of still images (such as the Still Images product).

'''Processing Workflow'''

# At a minimum, perform Steps 1 through 7 of the Still Images Processing Workflow. Recommended that all steps in the Still Image Processing Workflow be completed prior to this workflow being started.
# Load photos into Agisoft Photoscan Pro and process to obtain a JPG or PNG format Orthophoto. This process will take considerable time!
# Publish notes about orthos to CMS, notify of availability of orthos.

'''Distribution'''

End user access to the processed orthophoto will be via USB drive or other removable media. In some situations, it may be possible to provide online access to the orthophoto via FTP or other web services, but this will require excellent IT infrastructure to accomplish.

====Digital Maps====

Digital maps may look and feel like an ortho-rectified mosaic, but they contain editorialized information. Utilizing the ortho-rectified mosaic image, geographical information system (GIS) software can create full featured maps for distribution via print or electronic means (internet delivery). This process is manual and may take considerable time (days) during post-processing.

'''Processing Workflow'''

# At a minimum, perform Steps 1 through 7 of the Still Images Processing Workflow. Recommended that all steps in the Still Image Processing Workflow be completed prior to this workflow being started.
# Perform the Ortho-rectified Mosaic workflow.
# Using ArcGIS, QGIS, TileMill or similar software packages (not prescribed here), create digital map products from the created ortho.
# Using a digital map tile creation tool, publish the resulting map tiles on the internet.
# Publish notes about maps to CMS, notify of availability of map products.

'''Distribution'''

Digital map tiles, once published online, can be utilized by a variety of digital tools on desktop and mobile platforms.

====Digital Elevation Model====

During post flight processing, vertical still images can be used to create a three-dimensional model of the area observed. This model can be utilized as a Digital Elevation Model or used to create contour lines on a map. This process takes considerable processing time and may require detailed ground surveys to occur simultaneously with original flight(s).

'''Processing Workflow'''

# At a minimum, perform Steps 1 through 7 of the Still Images Processing Workflow. Recommended that all steps in the Still Image Processing Workflow be completed prior to this workflow being started.
# Perform the Ortho-rectified Mosaic workflow.
# In PhotoScan Pro, Generate a Digital Elevation Model (DEM) file.
# Upload the DEM file to the CMS and publish link.
# Publish notes about DEM to CMS, notify of availability of DEM products.

'''Distribution'''

Digital Elevation Model files are relatively small in size, and can be distributed online (as in the workflow above) or via any USB or removable media.

====Live Video (Color or IR)====

Live video, transmitted from the aircraft to the ground while in flight, is a valuable decision making tool. Live Video can be combined with just about any mission type, even if the primary mission is not to shoot video.

This process utilizes YouTube’s Live Streaming capability. This tool provides for live broadcast of a video stream, as well as an immediate archive of the video after the live broadcast ends. Access to the video can be restricted via obfuscation (viewers must have the URL) or access control - users must sign in via username and password.

Live video transmission to the ground station is standard definition (SD, 640x480 pixels) when originating from the 3DR Iris+, FireFLY6, or 3DR Y6. Live video is high definition (720p, 1280x720 pixels) when originating from the DJI Phantom 3 Advanced or DJI Inspire 1

Live video is only possible while the aircraft and payload are within transmission range of the ground station.

Live video requires broadband internet at the Ground Control Station - preferably 4G or LTE service. There will be a delay in the video stream of between 30 and 60 seconds.

'''Processing Workflow'''

# Create map and description of the mission area in Google Maps.
# Publish map and mission description to CMS.
# Prior to flight, test video downlink.
# Connect USB video capture device to laptop used to process/transmit video.
# Connect video receiver on the ground to the USB capture device inputs.
# UAS Crew utilizes receiver/monitor in the Ground Station to monitor the aircraft and provide real-time assessment and planning.
# Launch YouTube Dashboard (https://www.youtube.com/dashboard) in Google Chrome
# Schedule a new “Live Streaming Event”, using the “Quick” (Google+ Hangouts on Air). Set privacy to “Unlisted” or “Private”. Title and description must be completed and should include reference to the mission identifier, date and time.
# Click ‘Go Live Now’. This will launch Google+ Hangouts On Air.
# Select the USB capture device as the input for the Google Hangout video. The video from the UAS should now be displayed on the screen.
# Click ‘Start Broadcast’.
# During the mission, the Hangout Toolbox can be used to display text information over the video, or to replace the video with still images.
# From the YouTube Dashboard, get the URL of the Live YouTube stream.
# Publish link to the CMS, notify of availability of live video imagery.
# At the conclusion of the flight, shut down the live stream.
# Modify the link on the CMS to indicate the link is no longer live, but an archived version of a previously live video.
# Publish notes about video to CMS, notify of availability of archived video imagery.

'''Distribution'''

All distribution of the live video is via the internet.

====Post-Mission Video (Color or IR)====

In situations where internet access is not available, video can be recorded in-flight and processed and distributed after the sortie or mission. This mission is not dependent on the Live Video mission type - it can be run simultaneously or stand alone.

Unlike Live Video, Post-Mission Video is always high-definition, typically 1080p resolution.

'''Processing Workflow'''

# Create directory structure to contain mission video.
# Create map and description of the mission area in Google Maps.
# Publish map and mission description to CMS.
# Download video from the aircraft and clear the aircraft/payload memory card.
# Download the autopilot log for the flight.
# Synchronize the video to the log and create location visualizations using Garmin VIRB Edit or similar software.
# Initial exploitation - edit video to remove unnecessary segments (launch, landing, etc.)
# Downsample video to minimum acceptable resolution
# Upload video to Google Drive
# Publish link to Google Drive video to CMS, notify of availability of processed video.
# Publish notes about video to CMS.

'''Distribution'''

Final processed videos may be very large, depending on resolution and duration. Videos should be uploaded to Google Drive as soon as practical but lack of bandwidth may delay this process. Post-Mission Video can also be distributed via USB drive or other removable media. In many cases, this may be the preferred method.

====Still Images from Video (Color or IR)====

During processing of Post-Mission Video, it may be desirable to capture still images from the video file. This can be accomplished using a variety of techniques, from dedicated software to taking a screenshot of the video while paused.

Once the images are captured, they can be processed as Still Images as described in '''Still Images (with Geographic Representation)''' manual geotagging will be required.

===UAS Capabilities Outline===

These figures should be used for rough planning purposes only.

====3DRobotics IRIS+ Multirotor====

:'''Endurance:''' 11 minutes (with reserve)
:'''Inventory''': 5 aircraft
:'''Missions:''' Still imagery, video imagery (live SD and post-processed), Life safety drop
:'''Minimum Crew:''' 2
:'''Coverage at 400' AGL: '''19 acres (.075 sq. km. / 7.5 hectares)
:'''Coverage at 200' AGL:''' 9.5 acres (.038 sq. km. / 3.85 hectares)

====3DRobotics Y6 Multirotor====

:'''Endurance:''' 11 minutes (with reserve)
:'''Inventory:''' 1 aircraft
:'''Missions:''' Still imagery, video imagery (live SD and post-processed)
:'''Minimum Crew:''' 2
:'''Coverage at 400' AGL:''' 19 acres (.075 sq. km. / 7.5 hectares)
:'''Coverage at 200' AGL:''' 9.5 acres (.038 sq. km. / 3.85 hectares)

====Swift Radioplanes Lynx UAS Fixed-Wing====

:'''Endurance:''' 80 minutes (with reserve)
:'''Inventory:''' 1 aircraft
:'''Missions:''' Still imagery (Nadir)
:'''Minimum Crew:''' 2, 3 Preferred
:'''Coverage at 400' AGL: '''1112 acres (4.5 sq. km. / 450 hectares)
:'''Coverage at 200' AGL:''' 556 acres (2.25 sq. km. / 225 hectares)

====DJI Inspire 1 Multirotor====

:'''Endurance:''' 18 minutes
:'''Inventory:''' 1 aircraft
:'''Missions: '''Still imagery, video imagery (live HD and post-processed)
:'''Minimum Crew: '''2
:'''Coverage at 400' AGL:''' 30 acres (.12 sq. km. / 12 hectares)
:'''Coverage at 200' AGL:''' 15 acres (.06 sq. km. / 5 hectares)

====DJI Phantom 3 Advanced Multirotor====

:'''Endurance:''' 20 minutes
:'''Inventory:''' 1 aircraft
:'''Missions:''' Still imagery, video imagery (post-processed only)
:'''Minimum Crew:''' 2
:'''Coverage at 400' AGL:''' 30 acres (.12 sq. km. / 12 hectares)
:'''Coverage at 200' AGL:''' 15 acres (.06 sq. km. / 5 hectares)

===Risk Matrix===

The current EMHS/CDRP Risk Matrix appears below. It can be accessed at:

https://drive.google.com/folderview?id=0B7eEPWQtRx9UfnBGcktYQmdzb1NXemM3N0tmMHlNNE9BR0ZSVG9rVnowZnBiaGNjbmJvOVk&usp=sharing

===Glossary and Acronyms===

====Acronyms====

:'''AGL''' - Altitude above ground level
:'''AO''' - Aircraft Operator
:'''AOB''' - Air Operations Branch
:'''ATO''' - Air Traffic Organization
:'''COA''' - Certificate of Authorization
:'''CTAF''' - Common Traffic Advisory Frequency
:'''FAA''' - Federal Aviation Administration
:'''GCS''' - Ground Control System
:'''IR''' - Infrared
:'''MSL''' - Altitude above mean sea level
:'''NOTAM''' - Notice to Airmen
:'''NM''' - Nautical mile
:'''PFC''' - Primary Flight Controller
:'''PIC''' - Pilot-in-Command
:'''POH''' - Pilot's Operating Handbook
:'''SO''' - Sensor Operator
:'''SOG''' - Standard Operating Guide
:'''TFR''' - Temporary Flight Restriction
:'''UAS''' - Unmanned Aircraft Systems
:'''UAV''' - Unmanned Aerial Vehicle
:'''VO''' - Visual Observer

====Glossary====

:'''Air Operations Branch''' - Branch of the Incident Command System responsible for the coordination and direction of all airborne assets and activities.

:'''Air Traffic Organization''' - Administrative division of the FAA responsible for the safe control of all air traffic in the United States.

:'''Aircraft logbook''' - Logbook for each aircraft detailing flight time, maintenance and repairs.

:'''Aircraft Operator''' - Crewmember responsible for operation of the autopilot and autonomous flight systems.

:'''Certificate of Authorization''' - Authorization from the FAA to operate a UAS for research or public use.

:'''Certificated Pilot''' - A pilot in possession of a valid and current pilot's certificate issued by the FAA or other international aviation authority.

:'''Commercial Pilot Certificate '''- A pilot's certificate valid for commercial operations (for hire).

:'''Crew '''- Personnel required for the safe and effective operation of the UAS.

:'''Failsafe mode '''- Automated mode which is triggered when the UAS loses connection/signal from the GCS and/or PFC. Typically the failsafe mode is 'return to launch'.

:'''Flight''' - One launch to landing cycle of the aircraft and crew.

:'''Ground Control Station''' - Computer, tablet and/or other communications equipment on the ground designed to interface with and control the aircraft and autopilot.

:'''Guided Mode '''- Autopilot controlled flight mode in which the Aircraft Operator clicks on a map interface to direct the aircraft to fly to that location.

:'''Medical Certificate '''- An FAA issued certificate indicating the holder has passed a flight physical and background check. Medical Certificates are issued in three classes, First, Second and Third, and are good for a limited period of time.

:'''Mission '''- One assigned objective for the UAS and crew to accomplish. A single mission may require multiple sorties or flights.

:'''N-Number''' - FAA aircraft registration number. In the United States, all aircraft registration numbers begin with the letter 'N'.

:'''Non-towered Airport '''- An airport without an operating/staffed control tower.

:'''Notice to Airmen''' - A standard method of informing the aviation/pilot community of a special or temporary condition that may impact the safety of flight.

:'''Pilot-in-Command '''- The individual who has final authority and responsibility for the aircraft and crew.

:'''Pilot's Operating Handbook''' - The manual that outlines all aspects of the safe and effective operation of a specific aircraft or UAS.

:'''Private Pilot Certificate''' - A pilot's certificate valid for personal or non-commercial/non-compensated use.

:'''Registration number''' - See N-number

:'''Safety Pilot''' - Pilot or operator of the UAS who utilizes the Primary Flight Control to maneuver (or 'fly') the aircraft. The safety pilot is typically also the Pilot-in-Command.

:'''Sensor Operator''' - Crew member responsible for the configuration and operation of the sensor payload as well as equipment that supports that payload.

:'''Sortie''' - A single flight of the UAS or aircraft.

:'''Temporary Flight Restriction''' - A temporary restriction placed by the FAA on a specific piece of airspace for a specific time. Enforced to ensure the safety of aircraft as well as people on the ground. TFR's are common over a disaster impact area to prevent normal traffic from interfering with search and rescue aircraft, etc.

:'''Towered Airport''' - An airport with an operating and manned air traffic control tower.

:'''Unmanned Aerial Vehicle''' - Acceptable term for an unmanned aircraft. Refers to the aircraft itself.

:'''Unmanned Aircraft System '''- The FAA adopted term for an unmanned aircraft as well as the systems, equipment, and crew that support that aircraft. This is the preferred terminology.

:'''Visual Observer''' - Crew member responsible for ensuring the UAS does not interfere with other aircraft or obstacles.

:'''Waypoint''' - A set of coordinates and altitude entered in the GCS to which the aircraft will automatically fly. Upon reaching the waypoint, the aircraft will typically move to the next sequential waypoint.

UAS in EM Standard Operating Guide

2019-02-26T00:21:48Z

Dmerrick: /* Airspace */

'''SOG Version 1.6 | 25 FEB 19'''
==Introduction==
'''SOG Section 1 - Introduction'''
===Overview===
The Center for Disaster Risk Policy (CDRP) at Florida State University established the Unmanned Aircraft System research project to assess and improve the usability of small unmanned aircraft systems in the context of state, local, and federal disaster management. This project examines UAS hardware, software, policies and procedures, data collection methodologies, and crew training and education to develop best practices for UAS applications in emergency management. Governments and organizations at all levels are expressing interest in how UAS can be applied to emergency management processes, including mitigation, preparedness, response and recovery.

The Center for Disaster Risk Policy (CDRP) is the applied and field research arm of the Emergency Management and Homeland Security Program (EMHS) at FSU, and CDRP faculty and staff have decades of operational emergency management, communications, and information technology experience. CDRP Faculty and Staff, in conjunction with EMHS students have deployed UAS for a variety of emergency and disaster related projects, including risk reduction projects in Haiti and Belize, as well as hurricane response efforts in Florida and Texas. The CDRP UAS Team has worked with Florida Urban Search and Rescue (US&R) Task Forces in both exercises and real-world deployments.

===Purpose of this Document===
This Standard Operating Guide includes all non-aircraft specific information and operational guidelines for CDRP personnel operating a UAS.

Further, this document may be used as a template for any entity conducting UAS operations in support of emergency or disaster response agencies. This document is open source and available to anyone who may need it.

===Authors===
David Merrick, Jarrett Broder, Rob McDaniel, Jessica Weins, Tanya Shannon, Laura Hart, and Abra Kinch

===Published Location===
This guide and all supporting documents is published at http://uas.cdrp.net

[[File:transparent.gif|150px|link=]]
==Administration==
'''SOG Section 2 - Administration'''
===Administrative Control===
This unmanned aircraft system research project is under the administrative control of the Center for Disaster Risk Policy at Florida State University. All research and operations must comply with CDRP polices and procedures, University policies and procedures, as well as state, local and federal laws and regulations.

The CDRP UAS research project director is David Merrick - dmerrick at em fsu edu.

===Authority to Task===
Only the Director of the Center for Disaster Risk Policy at Florida State University or their delegates have the authority to task or assign any UAS resources (including but not limited to aircraft, personnel, or equipment) to any project, mission, or other assignment.

===Maintenance of this Document===
The CDRP UAS Standard Operating Guide is maintained and updated by the faculty/staff of CDRP and approved for publication by the Director of CDRP.

===Coordination with the Federal Aviation Administration===
For purposes of correspondence with the FAA, to include (but not limited to) aircraft registration, Certificate of Authorization (COA) applications, incident reporting, operational reporting, etc., this research program should be identified as:

:Center for Disaster Risk Policy
:Florida State University
:113 Collegiate Loop
:Bellamy 638
:Tallahassee, FL 32306-2250
:850.644.9961
:uas@em.fsu.edu

[[File:transparent.gif|150px|link=]]
==Unmanned Aircraft Systems Limitations and Requirements==
'''SOG Section 3 - UAS Limitations and Requirements'''
===Limitations and Requirements Overview===
All UAS operated by CDRP faculty, staff or students will meet the following requirements and limitations, without exceptions.

These limitations and requirements are in effect to ensure safe operation of the UAS and ensure the safety of the crew, onlookers and other personnel not directly involved in the operation.

These requirements are derived from 14 CFR Part 107, FAA Certificate of Authorization requirements, University guidelines, and Section 333 of the FAA Modernization and Reform Act of 2012.

===Weight===
The UAS will weigh less than 55lbs. at takeoff. This is gross weight (or 'all up' weight) including fuel sources (battery) and mission payload.

===Performance and Altitude===
The UAS will not exceed 86 knots of ground speed during flight. This equates to 100mph or 44m/s.

The UAS will not exceed 400' AGL unless specifically authorized by the FAA or if operated within the parameters of 14 CFR Part 107.

===Preflight Inspection===
Prior to any UAS flight, the Remote Pilot in Command (RPIC) will conduct a thorough inspection of all components of the UAS, including the air vehicle, ground control station, and communication devices. Systems not found to be in condition for safe flight or operation will not be utilized. Determination of 'safe flight or operation' rests with the RPIC.

Any discrepancies found during pre-flight inspections should be logged in the aircraft logbook.

===Minimum Crew===
All UAS operations will be conducted by a Remote Pilot in Command (RPIC) and at least one (1) Visual Observer (VO) or one (1) Aircraft Operator (AO), for a minimum crew of two (2). The RPIC has the final authority and responsibility for the safe operation of the UAS and the safety and well-being of UAS crewmembers. While not required a third crewmember (in either the VO or AO crew position) is recommended for safe operations.

===Failsafe/Lost Link Mode===
All UAS must be equipped with a failsafe/lost link mode in case of primary control link failure. This failsafe or lost link mode should return the aircraft to the launch point without requiring human intervention. Specific mission profiles may require a different failsafe mode to ensure the safety of persons on the ground.

===Flight Termination Option===
Each UAS should be equipped with an in-flight termination option. This would immediately kill power to the aircraft, resulting in an immediate and uncontrolled decent into terrain. Flight termination modes are not a replacement for lost link or failsafe modes. Flight termination should only be carried out when it is the only option to prevent injuries to bystanders or other persons not involved in the operation. Crew members should be briefed on how to initiate flight termination, as well as the effects of flight termination, before every sortie.

===Emergency Procedures Defined===
All UAS must have documented emergency procedures covering (at a minimum): engine or power failure; fire; loss of control link; loss of GPS; loss of telemetry data link; loss of video downlink. Emergency Procedures will be detailed in the Pilot's Operating Handbook as required in this SOG.

===Flight Controls===
All UAS must have a Primary Flight Controller (PFC) allowing the pilot manual (or a close approximation of manual) control over the aircraft. All UAS must have an autopilot capable of autonomous and user-directed flight.

The PFC must be in the immediate control of the Remote Pilot in Command at all times. "Immediate control" allows for persons other than the RPIC to manipulate the controls, however, the RPIC must remain in a position to retake controls in the event of an unsafe condition or emergency.

===Required Flight Modes/Autopilot Modes===
Each aircraft and autopilot combination provides different flight control modes. While the aircraft or autopilot may provide additional modes, the following are required:

* Manual/Stabilized/Atti Mode - Allows the pilot or pilot-in-command to manually control the aircraft. This mode may provide stabilization if required (as on a multi-rotor).
* Loiter/GPS Mode - Allows the aircraft to hold lateral position and altitude with minimal pilot input. Fixed-wing aircraft may circle a specific point.
* Return to Launch (RTL) or Return to Home (RTH) - Directs the aircraft to begin an automated least-time/least-distance return to the launch point. Useful as a failsafe mode, but not encouraged in normal operations. Obstacle avoidance it permitted in this mode.

===Battery Reserve===
Battery voltage is the 'fuel' for electric UAS. With this in mind, all UAS flights will end while the aircraft maintains a 20% battery reserve. Battery voltage and capacity should be measured using voltage of the battery per the aircraft POH.

===Aircraft Markings===
All UAS must be registered with the FAA. All aircraft must display the corresponding registration number (N-number or FA-number) in a permanent fashion so that it is visible while the UAS is on the ground.

UAS must show an external identifier of "Florida State University".

===Aircraft Documentation===
Each UAS will have a Pilot's Operating Handbook (POH) specific for the model. The POH will be located with the Ground Control Station and will be familiar to each crewmember.

The POH will include all documentation required by this SOG and will be available for inspection during all UAS operations.

[[File:transparent.gif|150px|link=]]

==Crewmembers==
'''SOG Section 4 - Crewmembers'''
===Crewmembers Defined===
UAS crewmembers constitute any personnel responsible for the safe operation of the unmanned aircraft, support systems, payload, or coordination systems. Crewmembers are classified into one of the following positions: Remote Pilot-in-Command, Aircraft Operator, Sensor Operator, Visual Observer.

'''The required positions for all UAS flights are Remote Pilot-in-Command and either a) Visual Observer, or b) Aircraft Operator.''' Other positions may be added to a flight if mission requirements and workload dictate.

===Remote Pilot-in-Command===
The Remote Pilot-in-Command (RPIC) flies the aircraft and is the final authority on all aspects of the UAS operation. The RPIC is responsible for all aspects of the UAS operation and supervises the Visual Observer, Aircraft Operator, and/or Sensor Operator. For purposes of clarification - the Remote Pilot-in-Command is the equivalent of the (manned) Pilot-in-Command position defined in 14 CFR Part 61, Part 91, and elsewhere.

====Remote Pilot-in-Command Required Standards====
*The RPIC must possess a current Part 107 Remote Pilot Certificate, or meet the minimum pilot standards as stated in the FAA-issued Certificate of Authorization (COA) being utilized to conduct flight operations.
*The RPIC must have met the knowledge and practical standards in the document [[UAS in EM Operator/Remote Pilot Standards]]

====Remote Pilot-in-Command Currency Requirements====
*Prior to current UAS operations, the RPIC will have logged a minimum of 2 hours as a UAS pilot and 3 take offs and 3 landings in the preceding 90 days. This is total time, not in a specific aircraft.

===Aircraft Operator===

The Aircraft Operator (AO) operates the UAS autopilot and autonomous systems. The aircraft Using these systems, the AO may control the aircraft using waypoint navigation or guided mode. The AO assists with the launch and recovery of the aircraft and coordinates with the Sensor Operator if assigned.

===Visual Observer===

The Visual Observer (VO) acts as a second set of eyes for the Pilot-in-Command and ensures safe operation of the UAS. This includes ensuring separation of UAS operations from manned aviation activity, enforcing minimum safe distances of bystanders and observers, and safe interaction of the crew. The VO assists with launch and recovery of the aircraft.

===Sensor Operator===

The Sensor Operator (SO) operates the UAS payload and/or sensors, including EO/IR cameras, digital still cameras, atmospheric sensors, or any other payload. The SO assists with the launch and recovery of the aircraft and coordinates with the Aircraft Operator if assigned.

===Training and Proficiency===

CDRP UAS crew will maintain proficiency through periodic training and proficiency flights.

Pilot-in-Command, Aircraft Operator, and Visual Observer must demonstrate proficiency in knowledge and practical standards every 90 days.

(((EXPAND)))

===Crew Flight Logs===

All crew are required to maintain accurate logs of all time associated with UAS flights. This includes, but is not limited to; time as Pilot-in-Command, time as Aircraft Operator, time as Visual Observer, time as Sensor Operator, and time as an instructor.

Flight logs should be consolidated once per calendar month, stored electronically in a centralized location, and reviewed periodically for accuracy and completeness.

[[File:transparent.gif|150px|link=]]
==Flight Environment==
'''SOG Section 5 - Flight Environment'''
===Airspace===
UAS Flights will primarily occur in Class G airspace. No operations will be conducted in Class A or Class B airspace. Operations in Class C and Class D airspace will only occur with prior approval of the FAA.

Operations within five (5) nautical miles of a non-towered airport will require approval from the airport authority prior to operations commencing.

''See Appendix A - Post Disaster Airspace Management and Coordination for more information regarding UAS operations during or after an emergency or disaster.''

(((EDIT)))

===Line of Sight===
All UAS will be flown within the visual line of sight of the Pilot in Command and Visual Observer. Visual line of sight must be unaided through optical or electronic means (outside of standard prescription contact lenses or glasses).

===Altitude===
All UAS flights will be conducted at or below 400' AGL.

===Weather and Time of Day===
All UAS flights will operate at least 500 feet below or 2,000 feet horizontally from clouds. All UAS flights will be conducted when visibility is at least 3 statute miles from the Pilot in Command and Visual Observer.

All UAS flights will occur during daylight hours.

===Flight Risk Assessment===
Crew will conduct a thorough risk assessment prior to each UAS sortie. Factors considered will include weather, location, mission parameters, crew capacity and operational tempo.

The CDRP Risk Matrix tool is located in Appendix E - Risk Matrix.

===Preflight Briefing===
Prior to all UAS flights, sorties, or missions, a thorough preflight brief will be conducted for all crewmembers, observers and other participants. This briefing will include, at a minimum:

* Crewmember assignments
* Aircraft and payload summary
* Mission or purpose of flight
* Description of the mission or flight area
* Duration
* Weather
* Identification of coordinating/controlling agencies, entities, etc.
* Communications plan, including crew and outside communications
* Hazards to the aircraft and crew
* Description of primary launch and recovery area (LRA) and any alternate LRA's

===Launch and Recovery Areas===
Launch and Recovery Areas (LRAs) will be selected based on the requirements of the aircraft and the mission. LRAs must be located on property the UAS crew has a legal right/permission to access, and must provide a safe area to operate for the crew, observers, and aircraft.

LRA's must be clear of overhead power lines, telecommunication lines, and other obstacles.

===Operations Over People and Property===
The UAS will not be operated directly over any person at an altitude that is hazardous to the persons below in the event of a failure of the UAS or associated systems.

===Yield to Manned Aviation===
All UAS operations must remain clear of and immediately yield to manned aircraft operations. This includes ultra-light aircraft, parachutists, balloonists, parasailing activity, hang gliders, etc.

===Battery/Fuel Reserve===
All UAS will land with a 25% reserve battery power. This reserve may be used at the discretion of the pilot-in-command only to ensure safety of flight as well as people/material on the ground.

===Privacy===
UAS will not capture or retain imagery of private property or persons where doing so would violate a reasonable expectation of privacy.

For operations in the State of Florida, all flights will be conducted in compliance with State statute 934.50 "Searches and seizure using a drone."

===Stationary Ground Control Station===
UAS operations will only be conducted from stationary locations. The PIC or ground control station will not be located in a moving vehicle.

===Sterile Cockpit===
During critical flight operations, such as launch and recovery, the UAS crew will ensure that a 'sterile cockpit' is enforced around the ground control station. Sterile cockpit means that no extraneous conversation or non-essential activities will occur.

[[File:transparent.gif|150px|link=]]
==Maintenance==
'''SOG Section 6 - Maintenance'''
===Airframe Log===

All maintenance performed on UAS will be logged in the UAS airframe logbook. Each entry will include, at a minimum: the person performing the maintenance action, date, description of the maintenance action, and list of parts replaced.

Changes to the firmware, software, or operating system of the aircraft or autopilot must be logged.

===Periodic Inspection===

All UAS airframes will be inspected for damage every calendar quarter. These inspections will be logged in the UAS airframe logbook. This inspection must include: full power test, control surface check, transmitter/receiver range check, and autopilot functionality check.

===Payload Changes===

All payload changes will be logged in the UAS airframe logbook. This will included routine swaps of previously flown payloads.

===Bench and Acceptance Testing===

Any activity that changes the operational and/or flight characteristics will require that the UAS undergo bench and flight acceptance testing prior to further use.

Bench testing may be accomplished without propellers or rotors to ensure expected operation of autopilots, control surfaces, servos, etc. Bench testing should be performed before flight acceptance testing.

Flight acceptance testing must be performed prior to operational or research use. Flight testing should be conducted in a remote and secure location, with a limited crew exposure to the untested aircraft.

Changes to any of these systems requires bench and flight testing:

* Structural components of the airframe
* Motors
* Electronic speed controllers
* Power distribution systems
* Radio control transmitter or receiver
* Autopilot or flight controller
* Propellers (reconfigure only)

[[File:transparent.gif|150px|link=]]
==Permissions and Certifications to Fly==
'''SOG Section 7 - Permissions and Certifications to Fly'''
===Certificate of Authorization===

CDRP will obtain an Air Traffic Organization (ATO) issued Certificate of Authorization (COA) prior to conducting UAS operations for any purpose. This COA may be obtained for a Public Aircraft of flight operations that are a public good, or under a valid Section 333 exemption for commercial activities.

===Emergency Certificate of Authorization===

When operating in support of an emergency response or recovery effort, an Emergency Certificate of Authorization (E-COA) may be obtained from the FAA. The E-COA will authorize existing airframes and/or systems defined in an existing COA to operate in new airspace under specified guidelines.

The E-COA process requires the authorization of a response or recovery agency.

===Notice to Airmen===

If required by the COA, CDRP will request a Notice to Airmen (NOTAM) 48 to 72 hours in advance of UAS operations.

===Plan of Activities===

CDRP will provide a written Plan of Activities to the local ATO office with jurisdiction over the area encompassing the UAS operations. This written plan will be submitted as early as feasible prior to the commencement of UAS operations. CDRP will also make public the Plan of Activities on the website http://cdrp.net.

The Plan of Activities will include (at a minimum):

* Dates and times of UAS operations
* Contact name and phone number for the UAS pilot-in-command
* Make, model and N-number of the UAS to be flown
* Name and FAA certificate number of the UAS PIC
* Statement that the CDRP has obtained permission from the property owners and/or local officials to conduct the flight.
* Signature of exemption holder or representative
* A description of the flight activity, including maps and diagrams of the activity.

[[File:transparent.gif|150px|link=]]

==Appendices==
'''SOG Section 8 - Appendicies'''

*'''[[Appendix A - Post Disaster Airspace]]'''
*'''[[Appendix B - UAS Missions and Applications]]'''
*'''[[Appendix C - UAS Capabilities Outline]]'''
*'''[[Appendix D - Risk Matrix]]'''
*'''[[Appendix E - Acronyms and Glossary]]'''

[[File:transparent.gif|150px|link=]]

===Post-Disaster Airspace===
Flight operations, manned and unmanned, in post-disaster airspace are complicated and potentially dangerous. As such, close coordination between FAA ATO, the SERT Air Operations Branch and the UAS operator are critical. When operating in these environments, UAS crews should maintain a sterile cockpit at all times.

====UAS Coordination====
UAS flights supporting disaster response and/or recovery will occur only after coordination with and approval by the responsible Air Operations Branch at the city, county or state level. During all post-disaster UAS operations, CDRP will designate a UAS Coordinator as the direct contact to the Air Operations Branch. The UAS Coordinator will be co-located with the Air Operations Branch whenever practical.
====Airspace Deconfliction====
UAS operations need to be in compliance with the FAA Airspace Management Plan for Disasters (AMP). This is accomplished within the Air Operations Branch.

The standard FAA AMP calls for rotary wing search and rescue (SAR) and rotary wing sling load operations to occur between the surface and 500' AGL. This is in direct conflict with the typical airspace for small UAS operations. Therefore, it is recommended that UAS operations be segregated from active rotary wing SAR and sling load operations.

Pilots of manned aircraft are not likely to see a UAS at low altitude. Therefore it is the responsibility of the UAS crew to see and avoid manned aircraft at all times. UAS are required to always yield to manned aircraft.

UAS segregation should occur using three factors: geographic, altitude, and date/time. UAS flights should be authorized only in specific airspace, from the surface to a specific altitude (typically 400' AGL or less) and in specific date and time blocks. All altitude coordination with the AOB or ATC must be done in feet (English).

====Air Operations Branch Communication====
UAS crew must notify the AOB via telephone prior to launch of a UAS and again upon recovery. If the duration of the UAS sortie is to exceed 20 minutes, the UAS crew must notify the AOB every 20 minutes of the aircraft status, location, airspeed and altitude.

====Local Traffic Radio Communication====
The UAS crew must advise local air traffic via the established CTAF (Common Traffic Advisory Frequency) every 20 minutes of UAS position, airspeed and altitude. In case of operations near towered airports, these CTAF reports will be made to the local ATC controlling the airspace. In operations away from towered airports, CTAF calls will be made "in the blind" in the same manner as manned aircraft notify local traffic of activities in and around the traffic pattern of uncontrolled airports.
A.5 - Airspace Exceptions

In a post-disaster environment, particularly when a Temporary Flight Restriction (TFR) has been issued by the FAA, UAS Flights may occur in any type of airspace authorized by the FAA and the Air Operations Branch.

===UAS Mission Profiles===
UAS operations can support several missions typically managed by the Florida SERT Air Operations Branch (AOB), including '''Incident Awareness and Assessment (IAA), Aerial imagery''' and '''Airborne search and rescue'''. These activities support the AOB defined mission priorities of reconnaissance, property protection, environmental protection, and lifesaving.

To accomplish these activities, UAS operations can be broken down into several UAS mission types applicable to emergency management. Each of these UAS mission types has payload requirements as well as specific products - the output of the mission. By understanding the products of each of these mission type, managers can apply an appropriate mission to an activity and/or priority.

Some aircraft and payload combinations allow for the payload to be configured in flight to accomplish different mission types. Others require the payload to be configured on the ground, prior to launch, and is not changeable in flight.

A specific mission profile is capable of generating specific products and outputs. Further, each mission profile has set requirements in the context of airframe, payload, supplemental equipment, and crew.

====Still Imaging====
Still image collection can capture either vertical or oblique imagery.

Vertical still images (also called nadir images) are taken with the camera oriented so that it is pointed straight down (vertically) at the ground. Each image captured is what appears directly below the aircraft. No horizon is visible. Vertical still images look like small parts of a map, and provide roughly consistent scale across the entire image. The vertical perspective also makes the measurement of direction and distance possible on the raw photo.

Oblique still images are taken with the camera oriented horizontally or at an angle other than vertical. High angle oblique images have the apparent horizon visible in the image, while low angle oblique images do not. Oblique images have some significant advantages over vertical images. At similar altitudes, oblique images show more area than a vertical image, though perspective creates significant distortions in scale and distance. Oblique images also can show features that are not visible in vertical images, such as walls of buildings.

The camera may be configured to capture images on a timed cycle using an intervalometer or it may be connected to the aircraft autopilot to capture images spaced by a set distance, such as every 50 meters. Further, some payloads and/or cameras may allow the operator to trigger the camera manually.

To be effective in this mission, all images must be tagged with the geographic coordinates of the camera when the image was taken. To accomplish this, the camera should either have an integrated global positioning system (GPS) or the images may be geocoded using autopilot logs during post-flight processing.

Note that oblique still images cannot be used to create ortho-rectified mosaics or maps.

'''Requirements'''
* Still imaging payload or camera, including any required stabilization mounts (anti-vibration, gimbal, etc.) and recording media (SD Card, etc.)
* Transmitter for imaging feed to ground control station
* Receiver and monitor for imaging feed
* GPS logging of aircraft position during flight

'''Products or Outputs'''
* Still images
* Still images with geographic representation
* Ortho-rectified mosaic
* Digital maps
* Printed maps
* Digital elevation models

====Video Imaging====

Video image collection can capture either vertical or oblique imagery. Classification of video as vertical or oblique follows the same guidelines as described in '''Still Imaging.'''

For the highest quality video imagery the camera should be stabilized using a brushless gimbal that negates or reduces the apparent movement of the aircraft.

Embedding location coordinates in video imagery is not possible in the same way it is accomplished in still imagery. Geographic information (location information) from the aircraft's autopilot flight logs may be synced to the video file in post-processing to illustrate the location of the video.

Video imaging may include live video transmitted to the ground in addition to video recorded and stored on the aircraft.

'''Requirements'''
* Video imaging payload or camera, including any required stabilization mounts (anti-vibration, gimbal, etc.) and recording media (SD Card, etc.)
* Transmitter for imaging feed to ground control station
* Receiver and monitor for imaging feed in ground control station
* GPS logging of aircraft position during flight

'''Products or Outputs'''
* Live video
* Post-mission video
* Still images from video
* Pushbroom images from video

====Infrared Imaging====

Infrared image collection can capture either vertical or oblique video imagery in the near infrared spectrum. Classification of infrared imagery as vertical or oblique follows the same guidelines as described in '''Still Imaging.'''

For the highest quality infrared imagery the camera should be stabilized using a brushless gimbal that negates or reduces the apparent movement of the aircraft.

Embedding location coordinates in infrared video imagery is not possible in the same way it is accomplished in still imagery. Geographic information (location information) from the aircraft's autopilot flight logs may be synced to the infrared video file in post-processing to illustrate the location of the infrared video.

Infrared video imaging may include live video transmitted to the ground in addition to high-definition video recorded and stored on the aircraft.

'''Requirements'''
* IR imaging payload or camera, including any required stabilization mounts (anti-vibration, gimbal, etc.) and recording media (SD Card, etc.)
* Transmitter for imaging feed to ground control station
* Receiver and monitor for imaging feed
* GPS logging of aircraft position during flight

'''Products or Outputs'''
* Live infrared video
* Post-mission infrared video
* Still images from infrared video
* Pushbroom images from infrared video

====Low Level Corridor Imaging====

Low level corridor imaging is a specialized video imaging mission profile intended for flood assessment in streets with limited overhead clearance due to trees and power lines.

'''Requirements'''
* Video imaging payload or camera, including any required stabilization mounts (anti-vibration, gimbal, etc.) and recording media (SD Card, etc.)
* Video camera suitable for navigation and obstacle clearance (First Person View camera)
* Transmitter for imaging feed to ground control station
* Receiver and monitor for imaging feed in ground control station
* GPS logging of aircraft position during flight
Products of Video Imaging Mission Profile
* Live video
* Post-mission video
* Still images from video

====Life Safety Equipment Deployment====

[ in development ]

===UAS Data Processing===
Once the UAS sortie is complete, the data collected must be processed into a usable product. That product must then be distributed (made available in some way) to the end user. This Annex serves as a base document to discuss the post-mission processing and distribution required for a variety of UAS mission types.

To support the distribution of products, the following items/services are required:

* High-speed (broadband) internet access such as 4G or WiFi
* An internet Content Management System (CMS) such as WordPress, Mura, or Google Sites. (Google Docs may be used in this role).
* A Google account capable of supporting Google Hangouts, YouTube streaming, Google Photos, Google My Maps, and Picasa Web Albums
* The following software packages installed and configured on the computer to process photos and videos:
** Google Picasa (https://picasa.google.com/)
** Google Chrome (http://www.google.com/chrome/) (Highly recommended)
** Google Earth Pro (https://www.google.com/earth/download/gep/agree.html)
** Skitch by Evernote (https://evernote.com/skitch/)
** GPicSync (https://github.com/metadirective/gpicsync)
** Garmin VIRB Edit (http://www.garmin.com/en-US/shop/downloads/virb-edit)
** Agisoft Photoscan Pro

====Still Images (with Geographic Representation)====

Still images are the simplest of all UAS products. They can be processed to remove distortion or simply distributed ‘raw’ as they are downloaded from the aircraft.

All camera payloads are capable of capturing still imagery either on command from the pilot or via an intervalometer script or device.

'''Processing Workflow'''

# Create directory structure to contain mission images
# Create map and description of the mission area in Google Maps.
# Publish map and mission description to CMS.
# Download still images from the aircraft and clear the aircraft memory card.
# Geolocate images
# If the camera payload contains GPS functionality (such as a Garmin VIRB) then images are geolocated automatically. No further action is required. Skip to step 9.
# Images captured with a non-GPS camera (such as a Canon SX260 or GoPro Hero 4) must have the coordinates of the location the image was captured at written into the file. This can be accomplished by synchronizing the autopilot flight log and the captured images using software such as GPicSync.
# Verify image location data.
# Location information in the images should be reviewed for accuracy.
# Save mission photo set into the appropriate directory structure
# Import mission photo set into Picasa as a Album
# Initial exploitation - delete unnecessary photos, etc.
# Post-process images for color correction or to correct lens distortion (optional)
# Watermark images (optional)
# Upload to Picasa Web Albums, confirm sharing settings (set to Limited).
# Publish link to Picasa Web Album to CMS, notify of availability of initial imagery.
# From Picasa Web Album page, save the album’s KML file.
# Publish KML to CMS, notify of availability.
# Secondary exploitation - Mark and identify features, issues, etc. using Skitch.
# Add annotated photos from Skitch to Picasa album.
# Upload annotated photos to Picasa Web Albums.
# Publish notes about annotations to CMS, notify of availability of exploited imagery.

'''Distribution'''

End user access to the still images is available via the Content Management System and Picasa Web Albums. The images can also be distributed via USB drive, CD-ROM, or other removable media.

====Ortho-rectified Mosaic====

During post flight processing, the geo-tagged still images can be stitched together using software to create an ortho-rectified mosaic image of the entire area covered by the flight, creating a pseudo-map. This process can be time consuming and creates large datasets, which may be difficult to distribute via the internet. Ortho-rectified mosaics are too large to be distributed via most email systems.

Ortho-rectified mosaics (referred to as ‘orthos’ from here on) are useful for analyzing large areas and are easier to understand than a collection of still images (such as the Still Images product).

'''Processing Workflow'''

# At a minimum, perform Steps 1 through 7 of the Still Images Processing Workflow. Recommended that all steps in the Still Image Processing Workflow be completed prior to this workflow being started.
# Load photos into Agisoft Photoscan Pro and process to obtain a JPG or PNG format Orthophoto. This process will take considerable time!
# Publish notes about orthos to CMS, notify of availability of orthos.

'''Distribution'''

End user access to the processed orthophoto will be via USB drive or other removable media. In some situations, it may be possible to provide online access to the orthophoto via FTP or other web services, but this will require excellent IT infrastructure to accomplish.

====Digital Maps====

Digital maps may look and feel like an ortho-rectified mosaic, but they contain editorialized information. Utilizing the ortho-rectified mosaic image, geographical information system (GIS) software can create full featured maps for distribution via print or electronic means (internet delivery). This process is manual and may take considerable time (days) during post-processing.

'''Processing Workflow'''

# At a minimum, perform Steps 1 through 7 of the Still Images Processing Workflow. Recommended that all steps in the Still Image Processing Workflow be completed prior to this workflow being started.
# Perform the Ortho-rectified Mosaic workflow.
# Using ArcGIS, QGIS, TileMill or similar software packages (not prescribed here), create digital map products from the created ortho.
# Using a digital map tile creation tool, publish the resulting map tiles on the internet.
# Publish notes about maps to CMS, notify of availability of map products.

'''Distribution'''

Digital map tiles, once published online, can be utilized by a variety of digital tools on desktop and mobile platforms.

====Digital Elevation Model====

During post flight processing, vertical still images can be used to create a three-dimensional model of the area observed. This model can be utilized as a Digital Elevation Model or used to create contour lines on a map. This process takes considerable processing time and may require detailed ground surveys to occur simultaneously with original flight(s).

'''Processing Workflow'''

# At a minimum, perform Steps 1 through 7 of the Still Images Processing Workflow. Recommended that all steps in the Still Image Processing Workflow be completed prior to this workflow being started.
# Perform the Ortho-rectified Mosaic workflow.
# In PhotoScan Pro, Generate a Digital Elevation Model (DEM) file.
# Upload the DEM file to the CMS and publish link.
# Publish notes about DEM to CMS, notify of availability of DEM products.

'''Distribution'''

Digital Elevation Model files are relatively small in size, and can be distributed online (as in the workflow above) or via any USB or removable media.

====Live Video (Color or IR)====

Live video, transmitted from the aircraft to the ground while in flight, is a valuable decision making tool. Live Video can be combined with just about any mission type, even if the primary mission is not to shoot video.

This process utilizes YouTube’s Live Streaming capability. This tool provides for live broadcast of a video stream, as well as an immediate archive of the video after the live broadcast ends. Access to the video can be restricted via obfuscation (viewers must have the URL) or access control - users must sign in via username and password.

Live video transmission to the ground station is standard definition (SD, 640x480 pixels) when originating from the 3DR Iris+, FireFLY6, or 3DR Y6. Live video is high definition (720p, 1280x720 pixels) when originating from the DJI Phantom 3 Advanced or DJI Inspire 1

Live video is only possible while the aircraft and payload are within transmission range of the ground station.

Live video requires broadband internet at the Ground Control Station - preferably 4G or LTE service. There will be a delay in the video stream of between 30 and 60 seconds.

'''Processing Workflow'''

# Create map and description of the mission area in Google Maps.
# Publish map and mission description to CMS.
# Prior to flight, test video downlink.
# Connect USB video capture device to laptop used to process/transmit video.
# Connect video receiver on the ground to the USB capture device inputs.
# UAS Crew utilizes receiver/monitor in the Ground Station to monitor the aircraft and provide real-time assessment and planning.
# Launch YouTube Dashboard (https://www.youtube.com/dashboard) in Google Chrome
# Schedule a new “Live Streaming Event”, using the “Quick” (Google+ Hangouts on Air). Set privacy to “Unlisted” or “Private”. Title and description must be completed and should include reference to the mission identifier, date and time.
# Click ‘Go Live Now’. This will launch Google+ Hangouts On Air.
# Select the USB capture device as the input for the Google Hangout video. The video from the UAS should now be displayed on the screen.
# Click ‘Start Broadcast’.
# During the mission, the Hangout Toolbox can be used to display text information over the video, or to replace the video with still images.
# From the YouTube Dashboard, get the URL of the Live YouTube stream.
# Publish link to the CMS, notify of availability of live video imagery.
# At the conclusion of the flight, shut down the live stream.
# Modify the link on the CMS to indicate the link is no longer live, but an archived version of a previously live video.
# Publish notes about video to CMS, notify of availability of archived video imagery.

'''Distribution'''

All distribution of the live video is via the internet.

====Post-Mission Video (Color or IR)====

In situations where internet access is not available, video can be recorded in-flight and processed and distributed after the sortie or mission. This mission is not dependent on the Live Video mission type - it can be run simultaneously or stand alone.

Unlike Live Video, Post-Mission Video is always high-definition, typically 1080p resolution.

'''Processing Workflow'''

# Create directory structure to contain mission video.
# Create map and description of the mission area in Google Maps.
# Publish map and mission description to CMS.
# Download video from the aircraft and clear the aircraft/payload memory card.
# Download the autopilot log for the flight.
# Synchronize the video to the log and create location visualizations using Garmin VIRB Edit or similar software.
# Initial exploitation - edit video to remove unnecessary segments (launch, landing, etc.)
# Downsample video to minimum acceptable resolution
# Upload video to Google Drive
# Publish link to Google Drive video to CMS, notify of availability of processed video.
# Publish notes about video to CMS.

'''Distribution'''

Final processed videos may be very large, depending on resolution and duration. Videos should be uploaded to Google Drive as soon as practical but lack of bandwidth may delay this process. Post-Mission Video can also be distributed via USB drive or other removable media. In many cases, this may be the preferred method.

====Still Images from Video (Color or IR)====

During processing of Post-Mission Video, it may be desirable to capture still images from the video file. This can be accomplished using a variety of techniques, from dedicated software to taking a screenshot of the video while paused.

Once the images are captured, they can be processed as Still Images as described in '''Still Images (with Geographic Representation)''' manual geotagging will be required.

===UAS Capabilities Outline===

These figures should be used for rough planning purposes only.

====3DRobotics IRIS+ Multirotor====

:'''Endurance:''' 11 minutes (with reserve)
:'''Inventory''': 5 aircraft
:'''Missions:''' Still imagery, video imagery (live SD and post-processed), Life safety drop
:'''Minimum Crew:''' 2
:'''Coverage at 400' AGL: '''19 acres (.075 sq. km. / 7.5 hectares)
:'''Coverage at 200' AGL:''' 9.5 acres (.038 sq. km. / 3.85 hectares)

====3DRobotics Y6 Multirotor====

:'''Endurance:''' 11 minutes (with reserve)
:'''Inventory:''' 1 aircraft
:'''Missions:''' Still imagery, video imagery (live SD and post-processed)
:'''Minimum Crew:''' 2
:'''Coverage at 400' AGL:''' 19 acres (.075 sq. km. / 7.5 hectares)
:'''Coverage at 200' AGL:''' 9.5 acres (.038 sq. km. / 3.85 hectares)

====Swift Radioplanes Lynx UAS Fixed-Wing====

:'''Endurance:''' 80 minutes (with reserve)
:'''Inventory:''' 1 aircraft
:'''Missions:''' Still imagery (Nadir)
:'''Minimum Crew:''' 2, 3 Preferred
:'''Coverage at 400' AGL: '''1112 acres (4.5 sq. km. / 450 hectares)
:'''Coverage at 200' AGL:''' 556 acres (2.25 sq. km. / 225 hectares)

====DJI Inspire 1 Multirotor====

:'''Endurance:''' 18 minutes
:'''Inventory:''' 1 aircraft
:'''Missions: '''Still imagery, video imagery (live HD and post-processed)
:'''Minimum Crew: '''2
:'''Coverage at 400' AGL:''' 30 acres (.12 sq. km. / 12 hectares)
:'''Coverage at 200' AGL:''' 15 acres (.06 sq. km. / 5 hectares)

====DJI Phantom 3 Advanced Multirotor====

:'''Endurance:''' 20 minutes
:'''Inventory:''' 1 aircraft
:'''Missions:''' Still imagery, video imagery (post-processed only)
:'''Minimum Crew:''' 2
:'''Coverage at 400' AGL:''' 30 acres (.12 sq. km. / 12 hectares)
:'''Coverage at 200' AGL:''' 15 acres (.06 sq. km. / 5 hectares)

===Risk Matrix===

The current EMHS/CDRP Risk Matrix appears below. It can be accessed at:

https://drive.google.com/folderview?id=0B7eEPWQtRx9UfnBGcktYQmdzb1NXemM3N0tmMHlNNE9BR0ZSVG9rVnowZnBiaGNjbmJvOVk&usp=sharing

===Glossary and Acronyms===

====Acronyms====

:'''AGL''' - Altitude above ground level
:'''AO''' - Aircraft Operator
:'''AOB''' - Air Operations Branch
:'''ATO''' - Air Traffic Organization
:'''COA''' - Certificate of Authorization
:'''CTAF''' - Common Traffic Advisory Frequency
:'''FAA''' - Federal Aviation Administration
:'''GCS''' - Ground Control System
:'''IR''' - Infrared
:'''MSL''' - Altitude above mean sea level
:'''NOTAM''' - Notice to Airmen
:'''NM''' - Nautical mile
:'''PFC''' - Primary Flight Controller
:'''PIC''' - Pilot-in-Command
:'''POH''' - Pilot's Operating Handbook
:'''SO''' - Sensor Operator
:'''SOG''' - Standard Operating Guide
:'''TFR''' - Temporary Flight Restriction
:'''UAS''' - Unmanned Aircraft Systems
:'''UAV''' - Unmanned Aerial Vehicle
:'''VO''' - Visual Observer

====Glossary====

:'''Air Operations Branch''' - Branch of the Incident Command System responsible for the coordination and direction of all airborne assets and activities.

:'''Air Traffic Organization''' - Administrative division of the FAA responsible for the safe control of all air traffic in the United States.

:'''Aircraft logbook''' - Logbook for each aircraft detailing flight time, maintenance and repairs.

:'''Aircraft Operator''' - Crewmember responsible for operation of the autopilot and autonomous flight systems.

:'''Certificate of Authorization''' - Authorization from the FAA to operate a UAS for research or public use.

:'''Certificated Pilot''' - A pilot in possession of a valid and current pilot's certificate issued by the FAA or other international aviation authority.

:'''Commercial Pilot Certificate '''- A pilot's certificate valid for commercial operations (for hire).

:'''Crew '''- Personnel required for the safe and effective operation of the UAS.

:'''Failsafe mode '''- Automated mode which is triggered when the UAS loses connection/signal from the GCS and/or PFC. Typically the failsafe mode is 'return to launch'.

:'''Flight''' - One launch to landing cycle of the aircraft and crew.

:'''Ground Control Station''' - Computer, tablet and/or other communications equipment on the ground designed to interface with and control the aircraft and autopilot.

:'''Guided Mode '''- Autopilot controlled flight mode in which the Aircraft Operator clicks on a map interface to direct the aircraft to fly to that location.

:'''Medical Certificate '''- An FAA issued certificate indicating the holder has passed a flight physical and background check. Medical Certificates are issued in three classes, First, Second and Third, and are good for a limited period of time.

:'''Mission '''- One assigned objective for the UAS and crew to accomplish. A single mission may require multiple sorties or flights.

:'''N-Number''' - FAA aircraft registration number. In the United States, all aircraft registration numbers begin with the letter 'N'.

:'''Non-towered Airport '''- An airport without an operating/staffed control tower.

:'''Notice to Airmen''' - A standard method of informing the aviation/pilot community of a special or temporary condition that may impact the safety of flight.

:'''Pilot-in-Command '''- The individual who has final authority and responsibility for the aircraft and crew.

:'''Pilot's Operating Handbook''' - The manual that outlines all aspects of the safe and effective operation of a specific aircraft or UAS.

:'''Private Pilot Certificate''' - A pilot's certificate valid for personal or non-commercial/non-compensated use.

:'''Registration number''' - See N-number

:'''Safety Pilot''' - Pilot or operator of the UAS who utilizes the Primary Flight Control to maneuver (or 'fly') the aircraft. The safety pilot is typically also the Pilot-in-Command.

:'''Sensor Operator''' - Crew member responsible for the configuration and operation of the sensor payload as well as equipment that supports that payload.

:'''Sortie''' - A single flight of the UAS or aircraft.

:'''Temporary Flight Restriction''' - A temporary restriction placed by the FAA on a specific piece of airspace for a specific time. Enforced to ensure the safety of aircraft as well as people on the ground. TFR's are common over a disaster impact area to prevent normal traffic from interfering with search and rescue aircraft, etc.

:'''Towered Airport''' - An airport with an operating and manned air traffic control tower.

:'''Unmanned Aerial Vehicle''' - Acceptable term for an unmanned aircraft. Refers to the aircraft itself.

:'''Unmanned Aircraft System '''- The FAA adopted term for an unmanned aircraft as well as the systems, equipment, and crew that support that aircraft. This is the preferred terminology.

:'''Visual Observer''' - Crew member responsible for ensuring the UAS does not interfere with other aircraft or obstacles.

:'''Waypoint''' - A set of coordinates and altitude entered in the GCS to which the aircraft will automatically fly. Upon reaching the waypoint, the aircraft will typically move to the next sequential waypoint.

UAS in EM Standard Operating Guide

2019-02-26T00:21:22Z

Dmerrick: /* Training and Proficiency */

'''SOG Version 1.6 | 25 FEB 19'''
==Introduction==
'''SOG Section 1 - Introduction'''
===Overview===
The Center for Disaster Risk Policy (CDRP) at Florida State University established the Unmanned Aircraft System research project to assess and improve the usability of small unmanned aircraft systems in the context of state, local, and federal disaster management. This project examines UAS hardware, software, policies and procedures, data collection methodologies, and crew training and education to develop best practices for UAS applications in emergency management. Governments and organizations at all levels are expressing interest in how UAS can be applied to emergency management processes, including mitigation, preparedness, response and recovery.

The Center for Disaster Risk Policy (CDRP) is the applied and field research arm of the Emergency Management and Homeland Security Program (EMHS) at FSU, and CDRP faculty and staff have decades of operational emergency management, communications, and information technology experience. CDRP Faculty and Staff, in conjunction with EMHS students have deployed UAS for a variety of emergency and disaster related projects, including risk reduction projects in Haiti and Belize, as well as hurricane response efforts in Florida and Texas. The CDRP UAS Team has worked with Florida Urban Search and Rescue (US&R) Task Forces in both exercises and real-world deployments.

===Purpose of this Document===
This Standard Operating Guide includes all non-aircraft specific information and operational guidelines for CDRP personnel operating a UAS.

Further, this document may be used as a template for any entity conducting UAS operations in support of emergency or disaster response agencies. This document is open source and available to anyone who may need it.

===Authors===
David Merrick, Jarrett Broder, Rob McDaniel, Jessica Weins, Tanya Shannon, Laura Hart, and Abra Kinch

===Published Location===
This guide and all supporting documents is published at http://uas.cdrp.net

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==Administration==
'''SOG Section 2 - Administration'''
===Administrative Control===
This unmanned aircraft system research project is under the administrative control of the Center for Disaster Risk Policy at Florida State University. All research and operations must comply with CDRP polices and procedures, University policies and procedures, as well as state, local and federal laws and regulations.

The CDRP UAS research project director is David Merrick - dmerrick at em fsu edu.

===Authority to Task===
Only the Director of the Center for Disaster Risk Policy at Florida State University or their delegates have the authority to task or assign any UAS resources (including but not limited to aircraft, personnel, or equipment) to any project, mission, or other assignment.

===Maintenance of this Document===
The CDRP UAS Standard Operating Guide is maintained and updated by the faculty/staff of CDRP and approved for publication by the Director of CDRP.

===Coordination with the Federal Aviation Administration===
For purposes of correspondence with the FAA, to include (but not limited to) aircraft registration, Certificate of Authorization (COA) applications, incident reporting, operational reporting, etc., this research program should be identified as:

:Center for Disaster Risk Policy
:Florida State University
:113 Collegiate Loop
:Bellamy 638
:Tallahassee, FL 32306-2250
:850.644.9961
:uas@em.fsu.edu

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==Unmanned Aircraft Systems Limitations and Requirements==
'''SOG Section 3 - UAS Limitations and Requirements'''
===Limitations and Requirements Overview===
All UAS operated by CDRP faculty, staff or students will meet the following requirements and limitations, without exceptions.

These limitations and requirements are in effect to ensure safe operation of the UAS and ensure the safety of the crew, onlookers and other personnel not directly involved in the operation.

These requirements are derived from 14 CFR Part 107, FAA Certificate of Authorization requirements, University guidelines, and Section 333 of the FAA Modernization and Reform Act of 2012.

===Weight===
The UAS will weigh less than 55lbs. at takeoff. This is gross weight (or 'all up' weight) including fuel sources (battery) and mission payload.

===Performance and Altitude===
The UAS will not exceed 86 knots of ground speed during flight. This equates to 100mph or 44m/s.

The UAS will not exceed 400' AGL unless specifically authorized by the FAA or if operated within the parameters of 14 CFR Part 107.

===Preflight Inspection===
Prior to any UAS flight, the Remote Pilot in Command (RPIC) will conduct a thorough inspection of all components of the UAS, including the air vehicle, ground control station, and communication devices. Systems not found to be in condition for safe flight or operation will not be utilized. Determination of 'safe flight or operation' rests with the RPIC.

Any discrepancies found during pre-flight inspections should be logged in the aircraft logbook.

===Minimum Crew===
All UAS operations will be conducted by a Remote Pilot in Command (RPIC) and at least one (1) Visual Observer (VO) or one (1) Aircraft Operator (AO), for a minimum crew of two (2). The RPIC has the final authority and responsibility for the safe operation of the UAS and the safety and well-being of UAS crewmembers. While not required a third crewmember (in either the VO or AO crew position) is recommended for safe operations.

===Failsafe/Lost Link Mode===
All UAS must be equipped with a failsafe/lost link mode in case of primary control link failure. This failsafe or lost link mode should return the aircraft to the launch point without requiring human intervention. Specific mission profiles may require a different failsafe mode to ensure the safety of persons on the ground.

===Flight Termination Option===
Each UAS should be equipped with an in-flight termination option. This would immediately kill power to the aircraft, resulting in an immediate and uncontrolled decent into terrain. Flight termination modes are not a replacement for lost link or failsafe modes. Flight termination should only be carried out when it is the only option to prevent injuries to bystanders or other persons not involved in the operation. Crew members should be briefed on how to initiate flight termination, as well as the effects of flight termination, before every sortie.

===Emergency Procedures Defined===
All UAS must have documented emergency procedures covering (at a minimum): engine or power failure; fire; loss of control link; loss of GPS; loss of telemetry data link; loss of video downlink. Emergency Procedures will be detailed in the Pilot's Operating Handbook as required in this SOG.

===Flight Controls===
All UAS must have a Primary Flight Controller (PFC) allowing the pilot manual (or a close approximation of manual) control over the aircraft. All UAS must have an autopilot capable of autonomous and user-directed flight.

The PFC must be in the immediate control of the Remote Pilot in Command at all times. "Immediate control" allows for persons other than the RPIC to manipulate the controls, however, the RPIC must remain in a position to retake controls in the event of an unsafe condition or emergency.

===Required Flight Modes/Autopilot Modes===
Each aircraft and autopilot combination provides different flight control modes. While the aircraft or autopilot may provide additional modes, the following are required:

* Manual/Stabilized/Atti Mode - Allows the pilot or pilot-in-command to manually control the aircraft. This mode may provide stabilization if required (as on a multi-rotor).
* Loiter/GPS Mode - Allows the aircraft to hold lateral position and altitude with minimal pilot input. Fixed-wing aircraft may circle a specific point.
* Return to Launch (RTL) or Return to Home (RTH) - Directs the aircraft to begin an automated least-time/least-distance return to the launch point. Useful as a failsafe mode, but not encouraged in normal operations. Obstacle avoidance it permitted in this mode.

===Battery Reserve===
Battery voltage is the 'fuel' for electric UAS. With this in mind, all UAS flights will end while the aircraft maintains a 20% battery reserve. Battery voltage and capacity should be measured using voltage of the battery per the aircraft POH.

===Aircraft Markings===
All UAS must be registered with the FAA. All aircraft must display the corresponding registration number (N-number or FA-number) in a permanent fashion so that it is visible while the UAS is on the ground.

UAS must show an external identifier of "Florida State University".

===Aircraft Documentation===
Each UAS will have a Pilot's Operating Handbook (POH) specific for the model. The POH will be located with the Ground Control Station and will be familiar to each crewmember.

The POH will include all documentation required by this SOG and will be available for inspection during all UAS operations.

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==Crewmembers==
'''SOG Section 4 - Crewmembers'''
===Crewmembers Defined===
UAS crewmembers constitute any personnel responsible for the safe operation of the unmanned aircraft, support systems, payload, or coordination systems. Crewmembers are classified into one of the following positions: Remote Pilot-in-Command, Aircraft Operator, Sensor Operator, Visual Observer.

'''The required positions for all UAS flights are Remote Pilot-in-Command and either a) Visual Observer, or b) Aircraft Operator.''' Other positions may be added to a flight if mission requirements and workload dictate.

===Remote Pilot-in-Command===
The Remote Pilot-in-Command (RPIC) flies the aircraft and is the final authority on all aspects of the UAS operation. The RPIC is responsible for all aspects of the UAS operation and supervises the Visual Observer, Aircraft Operator, and/or Sensor Operator. For purposes of clarification - the Remote Pilot-in-Command is the equivalent of the (manned) Pilot-in-Command position defined in 14 CFR Part 61, Part 91, and elsewhere.

====Remote Pilot-in-Command Required Standards====
*The RPIC must possess a current Part 107 Remote Pilot Certificate, or meet the minimum pilot standards as stated in the FAA-issued Certificate of Authorization (COA) being utilized to conduct flight operations.
*The RPIC must have met the knowledge and practical standards in the document [[UAS in EM Operator/Remote Pilot Standards]]

====Remote Pilot-in-Command Currency Requirements====
*Prior to current UAS operations, the RPIC will have logged a minimum of 2 hours as a UAS pilot and 3 take offs and 3 landings in the preceding 90 days. This is total time, not in a specific aircraft.

===Aircraft Operator===

The Aircraft Operator (AO) operates the UAS autopilot and autonomous systems. The aircraft Using these systems, the AO may control the aircraft using waypoint navigation or guided mode. The AO assists with the launch and recovery of the aircraft and coordinates with the Sensor Operator if assigned.

===Visual Observer===

The Visual Observer (VO) acts as a second set of eyes for the Pilot-in-Command and ensures safe operation of the UAS. This includes ensuring separation of UAS operations from manned aviation activity, enforcing minimum safe distances of bystanders and observers, and safe interaction of the crew. The VO assists with launch and recovery of the aircraft.

===Sensor Operator===

The Sensor Operator (SO) operates the UAS payload and/or sensors, including EO/IR cameras, digital still cameras, atmospheric sensors, or any other payload. The SO assists with the launch and recovery of the aircraft and coordinates with the Aircraft Operator if assigned.

===Training and Proficiency===

CDRP UAS crew will maintain proficiency through periodic training and proficiency flights.

Pilot-in-Command, Aircraft Operator, and Visual Observer must demonstrate proficiency in knowledge and practical standards every 90 days.

(((EXPAND)))

===Crew Flight Logs===

All crew are required to maintain accurate logs of all time associated with UAS flights. This includes, but is not limited to; time as Pilot-in-Command, time as Aircraft Operator, time as Visual Observer, time as Sensor Operator, and time as an instructor.

Flight logs should be consolidated once per calendar month, stored electronically in a centralized location, and reviewed periodically for accuracy and completeness.

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==Flight Environment==
'''SOG Section 5 - Flight Environment'''
===Airspace===
UAS Flights will primarily occur in Class G airspace. No operations will be conducted in Class A or Class B airspace. Operations in Class C and Class D airspace will only occur with prior approval of the FAA.

Operations within five (5) nautical miles of a non-towered airport will require approval from the airport authority prior to operations commencing.

''See Appendix A - Post Disaster Airspace Management and Coordination for more information regarding UAS operations during or after an emergency or disaster.''

===Line of Sight===
All UAS will be flown within the visual line of sight of the Pilot in Command and Visual Observer. Visual line of sight must be unaided through optical or electronic means (outside of standard prescription contact lenses or glasses).

===Altitude===
All UAS flights will be conducted at or below 400' AGL.

===Weather and Time of Day===
All UAS flights will operate at least 500 feet below or 2,000 feet horizontally from clouds. All UAS flights will be conducted when visibility is at least 3 statute miles from the Pilot in Command and Visual Observer.

All UAS flights will occur during daylight hours.

===Flight Risk Assessment===
Crew will conduct a thorough risk assessment prior to each UAS sortie. Factors considered will include weather, location, mission parameters, crew capacity and operational tempo.

The CDRP Risk Matrix tool is located in Appendix E - Risk Matrix.

===Preflight Briefing===
Prior to all UAS flights, sorties, or missions, a thorough preflight brief will be conducted for all crewmembers, observers and other participants. This briefing will include, at a minimum:

* Crewmember assignments
* Aircraft and payload summary
* Mission or purpose of flight
* Description of the mission or flight area
* Duration
* Weather
* Identification of coordinating/controlling agencies, entities, etc.
* Communications plan, including crew and outside communications
* Hazards to the aircraft and crew
* Description of primary launch and recovery area (LRA) and any alternate LRA's

===Launch and Recovery Areas===
Launch and Recovery Areas (LRAs) will be selected based on the requirements of the aircraft and the mission. LRAs must be located on property the UAS crew has a legal right/permission to access, and must provide a safe area to operate for the crew, observers, and aircraft.

LRA's must be clear of overhead power lines, telecommunication lines, and other obstacles.

===Operations Over People and Property===
The UAS will not be operated directly over any person at an altitude that is hazardous to the persons below in the event of a failure of the UAS or associated systems.

===Yield to Manned Aviation===
All UAS operations must remain clear of and immediately yield to manned aircraft operations. This includes ultra-light aircraft, parachutists, balloonists, parasailing activity, hang gliders, etc.

===Battery/Fuel Reserve===
All UAS will land with a 25% reserve battery power. This reserve may be used at the discretion of the pilot-in-command only to ensure safety of flight as well as people/material on the ground.

===Privacy===
UAS will not capture or retain imagery of private property or persons where doing so would violate a reasonable expectation of privacy.

For operations in the State of Florida, all flights will be conducted in compliance with State statute 934.50 "Searches and seizure using a drone."

===Stationary Ground Control Station===
UAS operations will only be conducted from stationary locations. The PIC or ground control station will not be located in a moving vehicle.

===Sterile Cockpit===
During critical flight operations, such as launch and recovery, the UAS crew will ensure that a 'sterile cockpit' is enforced around the ground control station. Sterile cockpit means that no extraneous conversation or non-essential activities will occur.

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==Maintenance==
'''SOG Section 6 - Maintenance'''
===Airframe Log===

All maintenance performed on UAS will be logged in the UAS airframe logbook. Each entry will include, at a minimum: the person performing the maintenance action, date, description of the maintenance action, and list of parts replaced.

Changes to the firmware, software, or operating system of the aircraft or autopilot must be logged.

===Periodic Inspection===

All UAS airframes will be inspected for damage every calendar quarter. These inspections will be logged in the UAS airframe logbook. This inspection must include: full power test, control surface check, transmitter/receiver range check, and autopilot functionality check.

===Payload Changes===

All payload changes will be logged in the UAS airframe logbook. This will included routine swaps of previously flown payloads.

===Bench and Acceptance Testing===

Any activity that changes the operational and/or flight characteristics will require that the UAS undergo bench and flight acceptance testing prior to further use.

Bench testing may be accomplished without propellers or rotors to ensure expected operation of autopilots, control surfaces, servos, etc. Bench testing should be performed before flight acceptance testing.

Flight acceptance testing must be performed prior to operational or research use. Flight testing should be conducted in a remote and secure location, with a limited crew exposure to the untested aircraft.

Changes to any of these systems requires bench and flight testing:

* Structural components of the airframe
* Motors
* Electronic speed controllers
* Power distribution systems
* Radio control transmitter or receiver
* Autopilot or flight controller
* Propellers (reconfigure only)

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==Permissions and Certifications to Fly==
'''SOG Section 7 - Permissions and Certifications to Fly'''
===Certificate of Authorization===

CDRP will obtain an Air Traffic Organization (ATO) issued Certificate of Authorization (COA) prior to conducting UAS operations for any purpose. This COA may be obtained for a Public Aircraft of flight operations that are a public good, or under a valid Section 333 exemption for commercial activities.

===Emergency Certificate of Authorization===

When operating in support of an emergency response or recovery effort, an Emergency Certificate of Authorization (E-COA) may be obtained from the FAA. The E-COA will authorize existing airframes and/or systems defined in an existing COA to operate in new airspace under specified guidelines.

The E-COA process requires the authorization of a response or recovery agency.

===Notice to Airmen===

If required by the COA, CDRP will request a Notice to Airmen (NOTAM) 48 to 72 hours in advance of UAS operations.

===Plan of Activities===

CDRP will provide a written Plan of Activities to the local ATO office with jurisdiction over the area encompassing the UAS operations. This written plan will be submitted as early as feasible prior to the commencement of UAS operations. CDRP will also make public the Plan of Activities on the website http://cdrp.net.

The Plan of Activities will include (at a minimum):

* Dates and times of UAS operations
* Contact name and phone number for the UAS pilot-in-command
* Make, model and N-number of the UAS to be flown
* Name and FAA certificate number of the UAS PIC
* Statement that the CDRP has obtained permission from the property owners and/or local officials to conduct the flight.
* Signature of exemption holder or representative
* A description of the flight activity, including maps and diagrams of the activity.

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==Appendices==
'''SOG Section 8 - Appendicies'''

*'''[[Appendix A - Post Disaster Airspace]]'''
*'''[[Appendix B - UAS Missions and Applications]]'''
*'''[[Appendix C - UAS Capabilities Outline]]'''
*'''[[Appendix D - Risk Matrix]]'''
*'''[[Appendix E - Acronyms and Glossary]]'''

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===Post-Disaster Airspace===
Flight operations, manned and unmanned, in post-disaster airspace are complicated and potentially dangerous. As such, close coordination between FAA ATO, the SERT Air Operations Branch and the UAS operator are critical. When operating in these environments, UAS crews should maintain a sterile cockpit at all times.

====UAS Coordination====
UAS flights supporting disaster response and/or recovery will occur only after coordination with and approval by the responsible Air Operations Branch at the city, county or state level. During all post-disaster UAS operations, CDRP will designate a UAS Coordinator as the direct contact to the Air Operations Branch. The UAS Coordinator will be co-located with the Air Operations Branch whenever practical.
====Airspace Deconfliction====
UAS operations need to be in compliance with the FAA Airspace Management Plan for Disasters (AMP). This is accomplished within the Air Operations Branch.

The standard FAA AMP calls for rotary wing search and rescue (SAR) and rotary wing sling load operations to occur between the surface and 500' AGL. This is in direct conflict with the typical airspace for small UAS operations. Therefore, it is recommended that UAS operations be segregated from active rotary wing SAR and sling load operations.

Pilots of manned aircraft are not likely to see a UAS at low altitude. Therefore it is the responsibility of the UAS crew to see and avoid manned aircraft at all times. UAS are required to always yield to manned aircraft.

UAS segregation should occur using three factors: geographic, altitude, and date/time. UAS flights should be authorized only in specific airspace, from the surface to a specific altitude (typically 400' AGL or less) and in specific date and time blocks. All altitude coordination with the AOB or ATC must be done in feet (English).

====Air Operations Branch Communication====
UAS crew must notify the AOB via telephone prior to launch of a UAS and again upon recovery. If the duration of the UAS sortie is to exceed 20 minutes, the UAS crew must notify the AOB every 20 minutes of the aircraft status, location, airspeed and altitude.

====Local Traffic Radio Communication====
The UAS crew must advise local air traffic via the established CTAF (Common Traffic Advisory Frequency) every 20 minutes of UAS position, airspeed and altitude. In case of operations near towered airports, these CTAF reports will be made to the local ATC controlling the airspace. In operations away from towered airports, CTAF calls will be made "in the blind" in the same manner as manned aircraft notify local traffic of activities in and around the traffic pattern of uncontrolled airports.
A.5 - Airspace Exceptions

In a post-disaster environment, particularly when a Temporary Flight Restriction (TFR) has been issued by the FAA, UAS Flights may occur in any type of airspace authorized by the FAA and the Air Operations Branch.

===UAS Mission Profiles===
UAS operations can support several missions typically managed by the Florida SERT Air Operations Branch (AOB), including '''Incident Awareness and Assessment (IAA), Aerial imagery''' and '''Airborne search and rescue'''. These activities support the AOB defined mission priorities of reconnaissance, property protection, environmental protection, and lifesaving.

To accomplish these activities, UAS operations can be broken down into several UAS mission types applicable to emergency management. Each of these UAS mission types has payload requirements as well as specific products - the output of the mission. By understanding the products of each of these mission type, managers can apply an appropriate mission to an activity and/or priority.

Some aircraft and payload combinations allow for the payload to be configured in flight to accomplish different mission types. Others require the payload to be configured on the ground, prior to launch, and is not changeable in flight.

A specific mission profile is capable of generating specific products and outputs. Further, each mission profile has set requirements in the context of airframe, payload, supplemental equipment, and crew.

====Still Imaging====
Still image collection can capture either vertical or oblique imagery.

Vertical still images (also called nadir images) are taken with the camera oriented so that it is pointed straight down (vertically) at the ground. Each image captured is what appears directly below the aircraft. No horizon is visible. Vertical still images look like small parts of a map, and provide roughly consistent scale across the entire image. The vertical perspective also makes the measurement of direction and distance possible on the raw photo.

Oblique still images are taken with the camera oriented horizontally or at an angle other than vertical. High angle oblique images have the apparent horizon visible in the image, while low angle oblique images do not. Oblique images have some significant advantages over vertical images. At similar altitudes, oblique images show more area than a vertical image, though perspective creates significant distortions in scale and distance. Oblique images also can show features that are not visible in vertical images, such as walls of buildings.

The camera may be configured to capture images on a timed cycle using an intervalometer or it may be connected to the aircraft autopilot to capture images spaced by a set distance, such as every 50 meters. Further, some payloads and/or cameras may allow the operator to trigger the camera manually.

To be effective in this mission, all images must be tagged with the geographic coordinates of the camera when the image was taken. To accomplish this, the camera should either have an integrated global positioning system (GPS) or the images may be geocoded using autopilot logs during post-flight processing.

Note that oblique still images cannot be used to create ortho-rectified mosaics or maps.

'''Requirements'''
* Still imaging payload or camera, including any required stabilization mounts (anti-vibration, gimbal, etc.) and recording media (SD Card, etc.)
* Transmitter for imaging feed to ground control station
* Receiver and monitor for imaging feed
* GPS logging of aircraft position during flight

'''Products or Outputs'''
* Still images
* Still images with geographic representation
* Ortho-rectified mosaic
* Digital maps
* Printed maps
* Digital elevation models

====Video Imaging====

Video image collection can capture either vertical or oblique imagery. Classification of video as vertical or oblique follows the same guidelines as described in '''Still Imaging.'''

For the highest quality video imagery the camera should be stabilized using a brushless gimbal that negates or reduces the apparent movement of the aircraft.

Embedding location coordinates in video imagery is not possible in the same way it is accomplished in still imagery. Geographic information (location information) from the aircraft's autopilot flight logs may be synced to the video file in post-processing to illustrate the location of the video.

Video imaging may include live video transmitted to the ground in addition to video recorded and stored on the aircraft.

'''Requirements'''
* Video imaging payload or camera, including any required stabilization mounts (anti-vibration, gimbal, etc.) and recording media (SD Card, etc.)
* Transmitter for imaging feed to ground control station
* Receiver and monitor for imaging feed in ground control station
* GPS logging of aircraft position during flight

'''Products or Outputs'''
* Live video
* Post-mission video
* Still images from video
* Pushbroom images from video

====Infrared Imaging====

Infrared image collection can capture either vertical or oblique video imagery in the near infrared spectrum. Classification of infrared imagery as vertical or oblique follows the same guidelines as described in '''Still Imaging.'''

For the highest quality infrared imagery the camera should be stabilized using a brushless gimbal that negates or reduces the apparent movement of the aircraft.

Embedding location coordinates in infrared video imagery is not possible in the same way it is accomplished in still imagery. Geographic information (location information) from the aircraft's autopilot flight logs may be synced to the infrared video file in post-processing to illustrate the location of the infrared video.

Infrared video imaging may include live video transmitted to the ground in addition to high-definition video recorded and stored on the aircraft.

'''Requirements'''
* IR imaging payload or camera, including any required stabilization mounts (anti-vibration, gimbal, etc.) and recording media (SD Card, etc.)
* Transmitter for imaging feed to ground control station
* Receiver and monitor for imaging feed
* GPS logging of aircraft position during flight

'''Products or Outputs'''
* Live infrared video
* Post-mission infrared video
* Still images from infrared video
* Pushbroom images from infrared video

====Low Level Corridor Imaging====

Low level corridor imaging is a specialized video imaging mission profile intended for flood assessment in streets with limited overhead clearance due to trees and power lines.

'''Requirements'''
* Video imaging payload or camera, including any required stabilization mounts (anti-vibration, gimbal, etc.) and recording media (SD Card, etc.)
* Video camera suitable for navigation and obstacle clearance (First Person View camera)
* Transmitter for imaging feed to ground control station
* Receiver and monitor for imaging feed in ground control station
* GPS logging of aircraft position during flight
Products of Video Imaging Mission Profile
* Live video
* Post-mission video
* Still images from video

====Life Safety Equipment Deployment====

[ in development ]

===UAS Data Processing===
Once the UAS sortie is complete, the data collected must be processed into a usable product. That product must then be distributed (made available in some way) to the end user. This Annex serves as a base document to discuss the post-mission processing and distribution required for a variety of UAS mission types.

To support the distribution of products, the following items/services are required:

* High-speed (broadband) internet access such as 4G or WiFi
* An internet Content Management System (CMS) such as WordPress, Mura, or Google Sites. (Google Docs may be used in this role).
* A Google account capable of supporting Google Hangouts, YouTube streaming, Google Photos, Google My Maps, and Picasa Web Albums
* The following software packages installed and configured on the computer to process photos and videos:
** Google Picasa (https://picasa.google.com/)
** Google Chrome (http://www.google.com/chrome/) (Highly recommended)
** Google Earth Pro (https://www.google.com/earth/download/gep/agree.html)
** Skitch by Evernote (https://evernote.com/skitch/)
** GPicSync (https://github.com/metadirective/gpicsync)
** Garmin VIRB Edit (http://www.garmin.com/en-US/shop/downloads/virb-edit)
** Agisoft Photoscan Pro

====Still Images (with Geographic Representation)====

Still images are the simplest of all UAS products. They can be processed to remove distortion or simply distributed ‘raw’ as they are downloaded from the aircraft.

All camera payloads are capable of capturing still imagery either on command from the pilot or via an intervalometer script or device.

'''Processing Workflow'''

# Create directory structure to contain mission images
# Create map and description of the mission area in Google Maps.
# Publish map and mission description to CMS.
# Download still images from the aircraft and clear the aircraft memory card.
# Geolocate images
# If the camera payload contains GPS functionality (such as a Garmin VIRB) then images are geolocated automatically. No further action is required. Skip to step 9.
# Images captured with a non-GPS camera (such as a Canon SX260 or GoPro Hero 4) must have the coordinates of the location the image was captured at written into the file. This can be accomplished by synchronizing the autopilot flight log and the captured images using software such as GPicSync.
# Verify image location data.
# Location information in the images should be reviewed for accuracy.
# Save mission photo set into the appropriate directory structure
# Import mission photo set into Picasa as a Album
# Initial exploitation - delete unnecessary photos, etc.
# Post-process images for color correction or to correct lens distortion (optional)
# Watermark images (optional)
# Upload to Picasa Web Albums, confirm sharing settings (set to Limited).
# Publish link to Picasa Web Album to CMS, notify of availability of initial imagery.
# From Picasa Web Album page, save the album’s KML file.
# Publish KML to CMS, notify of availability.
# Secondary exploitation - Mark and identify features, issues, etc. using Skitch.
# Add annotated photos from Skitch to Picasa album.
# Upload annotated photos to Picasa Web Albums.
# Publish notes about annotations to CMS, notify of availability of exploited imagery.

'''Distribution'''

End user access to the still images is available via the Content Management System and Picasa Web Albums. The images can also be distributed via USB drive, CD-ROM, or other removable media.

====Ortho-rectified Mosaic====

During post flight processing, the geo-tagged still images can be stitched together using software to create an ortho-rectified mosaic image of the entire area covered by the flight, creating a pseudo-map. This process can be time consuming and creates large datasets, which may be difficult to distribute via the internet. Ortho-rectified mosaics are too large to be distributed via most email systems.

Ortho-rectified mosaics (referred to as ‘orthos’ from here on) are useful for analyzing large areas and are easier to understand than a collection of still images (such as the Still Images product).

'''Processing Workflow'''

# At a minimum, perform Steps 1 through 7 of the Still Images Processing Workflow. Recommended that all steps in the Still Image Processing Workflow be completed prior to this workflow being started.
# Load photos into Agisoft Photoscan Pro and process to obtain a JPG or PNG format Orthophoto. This process will take considerable time!
# Publish notes about orthos to CMS, notify of availability of orthos.

'''Distribution'''

End user access to the processed orthophoto will be via USB drive or other removable media. In some situations, it may be possible to provide online access to the orthophoto via FTP or other web services, but this will require excellent IT infrastructure to accomplish.

====Digital Maps====

Digital maps may look and feel like an ortho-rectified mosaic, but they contain editorialized information. Utilizing the ortho-rectified mosaic image, geographical information system (GIS) software can create full featured maps for distribution via print or electronic means (internet delivery). This process is manual and may take considerable time (days) during post-processing.

'''Processing Workflow'''

# At a minimum, perform Steps 1 through 7 of the Still Images Processing Workflow. Recommended that all steps in the Still Image Processing Workflow be completed prior to this workflow being started.
# Perform the Ortho-rectified Mosaic workflow.
# Using ArcGIS, QGIS, TileMill or similar software packages (not prescribed here), create digital map products from the created ortho.
# Using a digital map tile creation tool, publish the resulting map tiles on the internet.
# Publish notes about maps to CMS, notify of availability of map products.

'''Distribution'''

Digital map tiles, once published online, can be utilized by a variety of digital tools on desktop and mobile platforms.

====Digital Elevation Model====

During post flight processing, vertical still images can be used to create a three-dimensional model of the area observed. This model can be utilized as a Digital Elevation Model or used to create contour lines on a map. This process takes considerable processing time and may require detailed ground surveys to occur simultaneously with original flight(s).

'''Processing Workflow'''

# At a minimum, perform Steps 1 through 7 of the Still Images Processing Workflow. Recommended that all steps in the Still Image Processing Workflow be completed prior to this workflow being started.
# Perform the Ortho-rectified Mosaic workflow.
# In PhotoScan Pro, Generate a Digital Elevation Model (DEM) file.
# Upload the DEM file to the CMS and publish link.
# Publish notes about DEM to CMS, notify of availability of DEM products.

'''Distribution'''

Digital Elevation Model files are relatively small in size, and can be distributed online (as in the workflow above) or via any USB or removable media.

====Live Video (Color or IR)====

Live video, transmitted from the aircraft to the ground while in flight, is a valuable decision making tool. Live Video can be combined with just about any mission type, even if the primary mission is not to shoot video.

This process utilizes YouTube’s Live Streaming capability. This tool provides for live broadcast of a video stream, as well as an immediate archive of the video after the live broadcast ends. Access to the video can be restricted via obfuscation (viewers must have the URL) or access control - users must sign in via username and password.

Live video transmission to the ground station is standard definition (SD, 640x480 pixels) when originating from the 3DR Iris+, FireFLY6, or 3DR Y6. Live video is high definition (720p, 1280x720 pixels) when originating from the DJI Phantom 3 Advanced or DJI Inspire 1

Live video is only possible while the aircraft and payload are within transmission range of the ground station.

Live video requires broadband internet at the Ground Control Station - preferably 4G or LTE service. There will be a delay in the video stream of between 30 and 60 seconds.

'''Processing Workflow'''

# Create map and description of the mission area in Google Maps.
# Publish map and mission description to CMS.
# Prior to flight, test video downlink.
# Connect USB video capture device to laptop used to process/transmit video.
# Connect video receiver on the ground to the USB capture device inputs.
# UAS Crew utilizes receiver/monitor in the Ground Station to monitor the aircraft and provide real-time assessment and planning.
# Launch YouTube Dashboard (https://www.youtube.com/dashboard) in Google Chrome
# Schedule a new “Live Streaming Event”, using the “Quick” (Google+ Hangouts on Air). Set privacy to “Unlisted” or “Private”. Title and description must be completed and should include reference to the mission identifier, date and time.
# Click ‘Go Live Now’. This will launch Google+ Hangouts On Air.
# Select the USB capture device as the input for the Google Hangout video. The video from the UAS should now be displayed on the screen.
# Click ‘Start Broadcast’.
# During the mission, the Hangout Toolbox can be used to display text information over the video, or to replace the video with still images.
# From the YouTube Dashboard, get the URL of the Live YouTube stream.
# Publish link to the CMS, notify of availability of live video imagery.
# At the conclusion of the flight, shut down the live stream.
# Modify the link on the CMS to indicate the link is no longer live, but an archived version of a previously live video.
# Publish notes about video to CMS, notify of availability of archived video imagery.

'''Distribution'''

All distribution of the live video is via the internet.

====Post-Mission Video (Color or IR)====

In situations where internet access is not available, video can be recorded in-flight and processed and distributed after the sortie or mission. This mission is not dependent on the Live Video mission type - it can be run simultaneously or stand alone.

Unlike Live Video, Post-Mission Video is always high-definition, typically 1080p resolution.

'''Processing Workflow'''

# Create directory structure to contain mission video.
# Create map and description of the mission area in Google Maps.
# Publish map and mission description to CMS.
# Download video from the aircraft and clear the aircraft/payload memory card.
# Download the autopilot log for the flight.
# Synchronize the video to the log and create location visualizations using Garmin VIRB Edit or similar software.
# Initial exploitation - edit video to remove unnecessary segments (launch, landing, etc.)
# Downsample video to minimum acceptable resolution
# Upload video to Google Drive
# Publish link to Google Drive video to CMS, notify of availability of processed video.
# Publish notes about video to CMS.

'''Distribution'''

Final processed videos may be very large, depending on resolution and duration. Videos should be uploaded to Google Drive as soon as practical but lack of bandwidth may delay this process. Post-Mission Video can also be distributed via USB drive or other removable media. In many cases, this may be the preferred method.

====Still Images from Video (Color or IR)====

During processing of Post-Mission Video, it may be desirable to capture still images from the video file. This can be accomplished using a variety of techniques, from dedicated software to taking a screenshot of the video while paused.

Once the images are captured, they can be processed as Still Images as described in '''Still Images (with Geographic Representation)''' manual geotagging will be required.

===UAS Capabilities Outline===

These figures should be used for rough planning purposes only.

====3DRobotics IRIS+ Multirotor====

:'''Endurance:''' 11 minutes (with reserve)
:'''Inventory''': 5 aircraft
:'''Missions:''' Still imagery, video imagery (live SD and post-processed), Life safety drop
:'''Minimum Crew:''' 2
:'''Coverage at 400' AGL: '''19 acres (.075 sq. km. / 7.5 hectares)
:'''Coverage at 200' AGL:''' 9.5 acres (.038 sq. km. / 3.85 hectares)

====3DRobotics Y6 Multirotor====

:'''Endurance:''' 11 minutes (with reserve)
:'''Inventory:''' 1 aircraft
:'''Missions:''' Still imagery, video imagery (live SD and post-processed)
:'''Minimum Crew:''' 2
:'''Coverage at 400' AGL:''' 19 acres (.075 sq. km. / 7.5 hectares)
:'''Coverage at 200' AGL:''' 9.5 acres (.038 sq. km. / 3.85 hectares)

====Swift Radioplanes Lynx UAS Fixed-Wing====

:'''Endurance:''' 80 minutes (with reserve)
:'''Inventory:''' 1 aircraft
:'''Missions:''' Still imagery (Nadir)
:'''Minimum Crew:''' 2, 3 Preferred
:'''Coverage at 400' AGL: '''1112 acres (4.5 sq. km. / 450 hectares)
:'''Coverage at 200' AGL:''' 556 acres (2.25 sq. km. / 225 hectares)

====DJI Inspire 1 Multirotor====

:'''Endurance:''' 18 minutes
:'''Inventory:''' 1 aircraft
:'''Missions: '''Still imagery, video imagery (live HD and post-processed)
:'''Minimum Crew: '''2
:'''Coverage at 400' AGL:''' 30 acres (.12 sq. km. / 12 hectares)
:'''Coverage at 200' AGL:''' 15 acres (.06 sq. km. / 5 hectares)

====DJI Phantom 3 Advanced Multirotor====

:'''Endurance:''' 20 minutes
:'''Inventory:''' 1 aircraft
:'''Missions:''' Still imagery, video imagery (post-processed only)
:'''Minimum Crew:''' 2
:'''Coverage at 400' AGL:''' 30 acres (.12 sq. km. / 12 hectares)
:'''Coverage at 200' AGL:''' 15 acres (.06 sq. km. / 5 hectares)

===Risk Matrix===

The current EMHS/CDRP Risk Matrix appears below. It can be accessed at:

https://drive.google.com/folderview?id=0B7eEPWQtRx9UfnBGcktYQmdzb1NXemM3N0tmMHlNNE9BR0ZSVG9rVnowZnBiaGNjbmJvOVk&usp=sharing

===Glossary and Acronyms===

====Acronyms====

:'''AGL''' - Altitude above ground level
:'''AO''' - Aircraft Operator
:'''AOB''' - Air Operations Branch
:'''ATO''' - Air Traffic Organization
:'''COA''' - Certificate of Authorization
:'''CTAF''' - Common Traffic Advisory Frequency
:'''FAA''' - Federal Aviation Administration
:'''GCS''' - Ground Control System
:'''IR''' - Infrared
:'''MSL''' - Altitude above mean sea level
:'''NOTAM''' - Notice to Airmen
:'''NM''' - Nautical mile
:'''PFC''' - Primary Flight Controller
:'''PIC''' - Pilot-in-Command
:'''POH''' - Pilot's Operating Handbook
:'''SO''' - Sensor Operator
:'''SOG''' - Standard Operating Guide
:'''TFR''' - Temporary Flight Restriction
:'''UAS''' - Unmanned Aircraft Systems
:'''UAV''' - Unmanned Aerial Vehicle
:'''VO''' - Visual Observer

====Glossary====

:'''Air Operations Branch''' - Branch of the Incident Command System responsible for the coordination and direction of all airborne assets and activities.

:'''Air Traffic Organization''' - Administrative division of the FAA responsible for the safe control of all air traffic in the United States.

:'''Aircraft logbook''' - Logbook for each aircraft detailing flight time, maintenance and repairs.

:'''Aircraft Operator''' - Crewmember responsible for operation of the autopilot and autonomous flight systems.

:'''Certificate of Authorization''' - Authorization from the FAA to operate a UAS for research or public use.

:'''Certificated Pilot''' - A pilot in possession of a valid and current pilot's certificate issued by the FAA or other international aviation authority.

:'''Commercial Pilot Certificate '''- A pilot's certificate valid for commercial operations (for hire).

:'''Crew '''- Personnel required for the safe and effective operation of the UAS.

:'''Failsafe mode '''- Automated mode which is triggered when the UAS loses connection/signal from the GCS and/or PFC. Typically the failsafe mode is 'return to launch'.

:'''Flight''' - One launch to landing cycle of the aircraft and crew.

:'''Ground Control Station''' - Computer, tablet and/or other communications equipment on the ground designed to interface with and control the aircraft and autopilot.

:'''Guided Mode '''- Autopilot controlled flight mode in which the Aircraft Operator clicks on a map interface to direct the aircraft to fly to that location.

:'''Medical Certificate '''- An FAA issued certificate indicating the holder has passed a flight physical and background check. Medical Certificates are issued in three classes, First, Second and Third, and are good for a limited period of time.

:'''Mission '''- One assigned objective for the UAS and crew to accomplish. A single mission may require multiple sorties or flights.

:'''N-Number''' - FAA aircraft registration number. In the United States, all aircraft registration numbers begin with the letter 'N'.

:'''Non-towered Airport '''- An airport without an operating/staffed control tower.

:'''Notice to Airmen''' - A standard method of informing the aviation/pilot community of a special or temporary condition that may impact the safety of flight.

:'''Pilot-in-Command '''- The individual who has final authority and responsibility for the aircraft and crew.

:'''Pilot's Operating Handbook''' - The manual that outlines all aspects of the safe and effective operation of a specific aircraft or UAS.

:'''Private Pilot Certificate''' - A pilot's certificate valid for personal or non-commercial/non-compensated use.

:'''Registration number''' - See N-number

:'''Safety Pilot''' - Pilot or operator of the UAS who utilizes the Primary Flight Control to maneuver (or 'fly') the aircraft. The safety pilot is typically also the Pilot-in-Command.

:'''Sensor Operator''' - Crew member responsible for the configuration and operation of the sensor payload as well as equipment that supports that payload.

:'''Sortie''' - A single flight of the UAS or aircraft.

:'''Temporary Flight Restriction''' - A temporary restriction placed by the FAA on a specific piece of airspace for a specific time. Enforced to ensure the safety of aircraft as well as people on the ground. TFR's are common over a disaster impact area to prevent normal traffic from interfering with search and rescue aircraft, etc.

:'''Towered Airport''' - An airport with an operating and manned air traffic control tower.

:'''Unmanned Aerial Vehicle''' - Acceptable term for an unmanned aircraft. Refers to the aircraft itself.

:'''Unmanned Aircraft System '''- The FAA adopted term for an unmanned aircraft as well as the systems, equipment, and crew that support that aircraft. This is the preferred terminology.

:'''Visual Observer''' - Crew member responsible for ensuring the UAS does not interfere with other aircraft or obstacles.

:'''Waypoint''' - A set of coordinates and altitude entered in the GCS to which the aircraft will automatically fly. Upon reaching the waypoint, the aircraft will typically move to the next sequential waypoint.

UAS in EM Standard Operating Guide

2019-02-26T00:21:01Z

Dmerrick: /* Training and Proficiency */

'''SOG Version 1.6 | 25 FEB 19'''
==Introduction==
'''SOG Section 1 - Introduction'''
===Overview===
The Center for Disaster Risk Policy (CDRP) at Florida State University established the Unmanned Aircraft System research project to assess and improve the usability of small unmanned aircraft systems in the context of state, local, and federal disaster management. This project examines UAS hardware, software, policies and procedures, data collection methodologies, and crew training and education to develop best practices for UAS applications in emergency management. Governments and organizations at all levels are expressing interest in how UAS can be applied to emergency management processes, including mitigation, preparedness, response and recovery.

The Center for Disaster Risk Policy (CDRP) is the applied and field research arm of the Emergency Management and Homeland Security Program (EMHS) at FSU, and CDRP faculty and staff have decades of operational emergency management, communications, and information technology experience. CDRP Faculty and Staff, in conjunction with EMHS students have deployed UAS for a variety of emergency and disaster related projects, including risk reduction projects in Haiti and Belize, as well as hurricane response efforts in Florida and Texas. The CDRP UAS Team has worked with Florida Urban Search and Rescue (US&R) Task Forces in both exercises and real-world deployments.

===Purpose of this Document===
This Standard Operating Guide includes all non-aircraft specific information and operational guidelines for CDRP personnel operating a UAS.

Further, this document may be used as a template for any entity conducting UAS operations in support of emergency or disaster response agencies. This document is open source and available to anyone who may need it.

===Authors===
David Merrick, Jarrett Broder, Rob McDaniel, Jessica Weins, Tanya Shannon, Laura Hart, and Abra Kinch

===Published Location===
This guide and all supporting documents is published at http://uas.cdrp.net

[[File:transparent.gif|150px|link=]]
==Administration==
'''SOG Section 2 - Administration'''
===Administrative Control===
This unmanned aircraft system research project is under the administrative control of the Center for Disaster Risk Policy at Florida State University. All research and operations must comply with CDRP polices and procedures, University policies and procedures, as well as state, local and federal laws and regulations.

The CDRP UAS research project director is David Merrick - dmerrick at em fsu edu.

===Authority to Task===
Only the Director of the Center for Disaster Risk Policy at Florida State University or their delegates have the authority to task or assign any UAS resources (including but not limited to aircraft, personnel, or equipment) to any project, mission, or other assignment.

===Maintenance of this Document===
The CDRP UAS Standard Operating Guide is maintained and updated by the faculty/staff of CDRP and approved for publication by the Director of CDRP.

===Coordination with the Federal Aviation Administration===
For purposes of correspondence with the FAA, to include (but not limited to) aircraft registration, Certificate of Authorization (COA) applications, incident reporting, operational reporting, etc., this research program should be identified as:

:Center for Disaster Risk Policy
:Florida State University
:113 Collegiate Loop
:Bellamy 638
:Tallahassee, FL 32306-2250
:850.644.9961
:uas@em.fsu.edu

[[File:transparent.gif|150px|link=]]
==Unmanned Aircraft Systems Limitations and Requirements==
'''SOG Section 3 - UAS Limitations and Requirements'''
===Limitations and Requirements Overview===
All UAS operated by CDRP faculty, staff or students will meet the following requirements and limitations, without exceptions.

These limitations and requirements are in effect to ensure safe operation of the UAS and ensure the safety of the crew, onlookers and other personnel not directly involved in the operation.

These requirements are derived from 14 CFR Part 107, FAA Certificate of Authorization requirements, University guidelines, and Section 333 of the FAA Modernization and Reform Act of 2012.

===Weight===
The UAS will weigh less than 55lbs. at takeoff. This is gross weight (or 'all up' weight) including fuel sources (battery) and mission payload.

===Performance and Altitude===
The UAS will not exceed 86 knots of ground speed during flight. This equates to 100mph or 44m/s.

The UAS will not exceed 400' AGL unless specifically authorized by the FAA or if operated within the parameters of 14 CFR Part 107.

===Preflight Inspection===
Prior to any UAS flight, the Remote Pilot in Command (RPIC) will conduct a thorough inspection of all components of the UAS, including the air vehicle, ground control station, and communication devices. Systems not found to be in condition for safe flight or operation will not be utilized. Determination of 'safe flight or operation' rests with the RPIC.

Any discrepancies found during pre-flight inspections should be logged in the aircraft logbook.

===Minimum Crew===
All UAS operations will be conducted by a Remote Pilot in Command (RPIC) and at least one (1) Visual Observer (VO) or one (1) Aircraft Operator (AO), for a minimum crew of two (2). The RPIC has the final authority and responsibility for the safe operation of the UAS and the safety and well-being of UAS crewmembers. While not required a third crewmember (in either the VO or AO crew position) is recommended for safe operations.

===Failsafe/Lost Link Mode===
All UAS must be equipped with a failsafe/lost link mode in case of primary control link failure. This failsafe or lost link mode should return the aircraft to the launch point without requiring human intervention. Specific mission profiles may require a different failsafe mode to ensure the safety of persons on the ground.

===Flight Termination Option===
Each UAS should be equipped with an in-flight termination option. This would immediately kill power to the aircraft, resulting in an immediate and uncontrolled decent into terrain. Flight termination modes are not a replacement for lost link or failsafe modes. Flight termination should only be carried out when it is the only option to prevent injuries to bystanders or other persons not involved in the operation. Crew members should be briefed on how to initiate flight termination, as well as the effects of flight termination, before every sortie.

===Emergency Procedures Defined===
All UAS must have documented emergency procedures covering (at a minimum): engine or power failure; fire; loss of control link; loss of GPS; loss of telemetry data link; loss of video downlink. Emergency Procedures will be detailed in the Pilot's Operating Handbook as required in this SOG.

===Flight Controls===
All UAS must have a Primary Flight Controller (PFC) allowing the pilot manual (or a close approximation of manual) control over the aircraft. All UAS must have an autopilot capable of autonomous and user-directed flight.

The PFC must be in the immediate control of the Remote Pilot in Command at all times. "Immediate control" allows for persons other than the RPIC to manipulate the controls, however, the RPIC must remain in a position to retake controls in the event of an unsafe condition or emergency.

===Required Flight Modes/Autopilot Modes===
Each aircraft and autopilot combination provides different flight control modes. While the aircraft or autopilot may provide additional modes, the following are required:

* Manual/Stabilized/Atti Mode - Allows the pilot or pilot-in-command to manually control the aircraft. This mode may provide stabilization if required (as on a multi-rotor).
* Loiter/GPS Mode - Allows the aircraft to hold lateral position and altitude with minimal pilot input. Fixed-wing aircraft may circle a specific point.
* Return to Launch (RTL) or Return to Home (RTH) - Directs the aircraft to begin an automated least-time/least-distance return to the launch point. Useful as a failsafe mode, but not encouraged in normal operations. Obstacle avoidance it permitted in this mode.

===Battery Reserve===
Battery voltage is the 'fuel' for electric UAS. With this in mind, all UAS flights will end while the aircraft maintains a 20% battery reserve. Battery voltage and capacity should be measured using voltage of the battery per the aircraft POH.

===Aircraft Markings===
All UAS must be registered with the FAA. All aircraft must display the corresponding registration number (N-number or FA-number) in a permanent fashion so that it is visible while the UAS is on the ground.

UAS must show an external identifier of "Florida State University".

===Aircraft Documentation===
Each UAS will have a Pilot's Operating Handbook (POH) specific for the model. The POH will be located with the Ground Control Station and will be familiar to each crewmember.

The POH will include all documentation required by this SOG and will be available for inspection during all UAS operations.

[[File:transparent.gif|150px|link=]]

==Crewmembers==
'''SOG Section 4 - Crewmembers'''
===Crewmembers Defined===
UAS crewmembers constitute any personnel responsible for the safe operation of the unmanned aircraft, support systems, payload, or coordination systems. Crewmembers are classified into one of the following positions: Remote Pilot-in-Command, Aircraft Operator, Sensor Operator, Visual Observer.

'''The required positions for all UAS flights are Remote Pilot-in-Command and either a) Visual Observer, or b) Aircraft Operator.''' Other positions may be added to a flight if mission requirements and workload dictate.

===Remote Pilot-in-Command===
The Remote Pilot-in-Command (RPIC) flies the aircraft and is the final authority on all aspects of the UAS operation. The RPIC is responsible for all aspects of the UAS operation and supervises the Visual Observer, Aircraft Operator, and/or Sensor Operator. For purposes of clarification - the Remote Pilot-in-Command is the equivalent of the (manned) Pilot-in-Command position defined in 14 CFR Part 61, Part 91, and elsewhere.

====Remote Pilot-in-Command Required Standards====
*The RPIC must possess a current Part 107 Remote Pilot Certificate, or meet the minimum pilot standards as stated in the FAA-issued Certificate of Authorization (COA) being utilized to conduct flight operations.
*The RPIC must have met the knowledge and practical standards in the document [[UAS in EM Operator/Remote Pilot Standards]]

====Remote Pilot-in-Command Currency Requirements====
*Prior to current UAS operations, the RPIC will have logged a minimum of 2 hours as a UAS pilot and 3 take offs and 3 landings in the preceding 90 days. This is total time, not in a specific aircraft.

===Aircraft Operator===

The Aircraft Operator (AO) operates the UAS autopilot and autonomous systems. The aircraft Using these systems, the AO may control the aircraft using waypoint navigation or guided mode. The AO assists with the launch and recovery of the aircraft and coordinates with the Sensor Operator if assigned.

===Visual Observer===

The Visual Observer (VO) acts as a second set of eyes for the Pilot-in-Command and ensures safe operation of the UAS. This includes ensuring separation of UAS operations from manned aviation activity, enforcing minimum safe distances of bystanders and observers, and safe interaction of the crew. The VO assists with launch and recovery of the aircraft.

===Sensor Operator===

The Sensor Operator (SO) operates the UAS payload and/or sensors, including EO/IR cameras, digital still cameras, atmospheric sensors, or any other payload. The SO assists with the launch and recovery of the aircraft and coordinates with the Aircraft Operator if assigned.

===Training and Proficiency===

CDRP UAS crew will maintain proficiency through periodic training and proficiency flights.

Pilot-in-Command, Aircraft Operator, and Visual Observer must demonstrate proficiency in knowledge and practical standards every 90 days.

##EXPAND##

===Crew Flight Logs===

All crew are required to maintain accurate logs of all time associated with UAS flights. This includes, but is not limited to; time as Pilot-in-Command, time as Aircraft Operator, time as Visual Observer, time as Sensor Operator, and time as an instructor.

Flight logs should be consolidated once per calendar month, stored electronically in a centralized location, and reviewed periodically for accuracy and completeness.

[[File:transparent.gif|150px|link=]]
==Flight Environment==
'''SOG Section 5 - Flight Environment'''
===Airspace===
UAS Flights will primarily occur in Class G airspace. No operations will be conducted in Class A or Class B airspace. Operations in Class C and Class D airspace will only occur with prior approval of the FAA.

Operations within five (5) nautical miles of a non-towered airport will require approval from the airport authority prior to operations commencing.

''See Appendix A - Post Disaster Airspace Management and Coordination for more information regarding UAS operations during or after an emergency or disaster.''

===Line of Sight===
All UAS will be flown within the visual line of sight of the Pilot in Command and Visual Observer. Visual line of sight must be unaided through optical or electronic means (outside of standard prescription contact lenses or glasses).

===Altitude===
All UAS flights will be conducted at or below 400' AGL.

===Weather and Time of Day===
All UAS flights will operate at least 500 feet below or 2,000 feet horizontally from clouds. All UAS flights will be conducted when visibility is at least 3 statute miles from the Pilot in Command and Visual Observer.

All UAS flights will occur during daylight hours.

===Flight Risk Assessment===
Crew will conduct a thorough risk assessment prior to each UAS sortie. Factors considered will include weather, location, mission parameters, crew capacity and operational tempo.

The CDRP Risk Matrix tool is located in Appendix E - Risk Matrix.

===Preflight Briefing===
Prior to all UAS flights, sorties, or missions, a thorough preflight brief will be conducted for all crewmembers, observers and other participants. This briefing will include, at a minimum:

* Crewmember assignments
* Aircraft and payload summary
* Mission or purpose of flight
* Description of the mission or flight area
* Duration
* Weather
* Identification of coordinating/controlling agencies, entities, etc.
* Communications plan, including crew and outside communications
* Hazards to the aircraft and crew
* Description of primary launch and recovery area (LRA) and any alternate LRA's

===Launch and Recovery Areas===
Launch and Recovery Areas (LRAs) will be selected based on the requirements of the aircraft and the mission. LRAs must be located on property the UAS crew has a legal right/permission to access, and must provide a safe area to operate for the crew, observers, and aircraft.

LRA's must be clear of overhead power lines, telecommunication lines, and other obstacles.

===Operations Over People and Property===
The UAS will not be operated directly over any person at an altitude that is hazardous to the persons below in the event of a failure of the UAS or associated systems.

===Yield to Manned Aviation===
All UAS operations must remain clear of and immediately yield to manned aircraft operations. This includes ultra-light aircraft, parachutists, balloonists, parasailing activity, hang gliders, etc.

===Battery/Fuel Reserve===
All UAS will land with a 25% reserve battery power. This reserve may be used at the discretion of the pilot-in-command only to ensure safety of flight as well as people/material on the ground.

===Privacy===
UAS will not capture or retain imagery of private property or persons where doing so would violate a reasonable expectation of privacy.

For operations in the State of Florida, all flights will be conducted in compliance with State statute 934.50 "Searches and seizure using a drone."

===Stationary Ground Control Station===
UAS operations will only be conducted from stationary locations. The PIC or ground control station will not be located in a moving vehicle.

===Sterile Cockpit===
During critical flight operations, such as launch and recovery, the UAS crew will ensure that a 'sterile cockpit' is enforced around the ground control station. Sterile cockpit means that no extraneous conversation or non-essential activities will occur.

[[File:transparent.gif|150px|link=]]
==Maintenance==
'''SOG Section 6 - Maintenance'''
===Airframe Log===

All maintenance performed on UAS will be logged in the UAS airframe logbook. Each entry will include, at a minimum: the person performing the maintenance action, date, description of the maintenance action, and list of parts replaced.

Changes to the firmware, software, or operating system of the aircraft or autopilot must be logged.

===Periodic Inspection===

All UAS airframes will be inspected for damage every calendar quarter. These inspections will be logged in the UAS airframe logbook. This inspection must include: full power test, control surface check, transmitter/receiver range check, and autopilot functionality check.

===Payload Changes===

All payload changes will be logged in the UAS airframe logbook. This will included routine swaps of previously flown payloads.

===Bench and Acceptance Testing===

Any activity that changes the operational and/or flight characteristics will require that the UAS undergo bench and flight acceptance testing prior to further use.

Bench testing may be accomplished without propellers or rotors to ensure expected operation of autopilots, control surfaces, servos, etc. Bench testing should be performed before flight acceptance testing.

Flight acceptance testing must be performed prior to operational or research use. Flight testing should be conducted in a remote and secure location, with a limited crew exposure to the untested aircraft.

Changes to any of these systems requires bench and flight testing:

* Structural components of the airframe
* Motors
* Electronic speed controllers
* Power distribution systems
* Radio control transmitter or receiver
* Autopilot or flight controller
* Propellers (reconfigure only)

[[File:transparent.gif|150px|link=]]
==Permissions and Certifications to Fly==
'''SOG Section 7 - Permissions and Certifications to Fly'''
===Certificate of Authorization===

CDRP will obtain an Air Traffic Organization (ATO) issued Certificate of Authorization (COA) prior to conducting UAS operations for any purpose. This COA may be obtained for a Public Aircraft of flight operations that are a public good, or under a valid Section 333 exemption for commercial activities.

===Emergency Certificate of Authorization===

When operating in support of an emergency response or recovery effort, an Emergency Certificate of Authorization (E-COA) may be obtained from the FAA. The E-COA will authorize existing airframes and/or systems defined in an existing COA to operate in new airspace under specified guidelines.

The E-COA process requires the authorization of a response or recovery agency.

===Notice to Airmen===

If required by the COA, CDRP will request a Notice to Airmen (NOTAM) 48 to 72 hours in advance of UAS operations.

===Plan of Activities===

CDRP will provide a written Plan of Activities to the local ATO office with jurisdiction over the area encompassing the UAS operations. This written plan will be submitted as early as feasible prior to the commencement of UAS operations. CDRP will also make public the Plan of Activities on the website http://cdrp.net.

The Plan of Activities will include (at a minimum):

* Dates and times of UAS operations
* Contact name and phone number for the UAS pilot-in-command
* Make, model and N-number of the UAS to be flown
* Name and FAA certificate number of the UAS PIC
* Statement that the CDRP has obtained permission from the property owners and/or local officials to conduct the flight.
* Signature of exemption holder or representative
* A description of the flight activity, including maps and diagrams of the activity.

[[File:transparent.gif|150px|link=]]

==Appendices==
'''SOG Section 8 - Appendicies'''

*'''[[Appendix A - Post Disaster Airspace]]'''
*'''[[Appendix B - UAS Missions and Applications]]'''
*'''[[Appendix C - UAS Capabilities Outline]]'''
*'''[[Appendix D - Risk Matrix]]'''
*'''[[Appendix E - Acronyms and Glossary]]'''

[[File:transparent.gif|150px|link=]]

===Post-Disaster Airspace===
Flight operations, manned and unmanned, in post-disaster airspace are complicated and potentially dangerous. As such, close coordination between FAA ATO, the SERT Air Operations Branch and the UAS operator are critical. When operating in these environments, UAS crews should maintain a sterile cockpit at all times.

====UAS Coordination====
UAS flights supporting disaster response and/or recovery will occur only after coordination with and approval by the responsible Air Operations Branch at the city, county or state level. During all post-disaster UAS operations, CDRP will designate a UAS Coordinator as the direct contact to the Air Operations Branch. The UAS Coordinator will be co-located with the Air Operations Branch whenever practical.
====Airspace Deconfliction====
UAS operations need to be in compliance with the FAA Airspace Management Plan for Disasters (AMP). This is accomplished within the Air Operations Branch.

The standard FAA AMP calls for rotary wing search and rescue (SAR) and rotary wing sling load operations to occur between the surface and 500' AGL. This is in direct conflict with the typical airspace for small UAS operations. Therefore, it is recommended that UAS operations be segregated from active rotary wing SAR and sling load operations.

Pilots of manned aircraft are not likely to see a UAS at low altitude. Therefore it is the responsibility of the UAS crew to see and avoid manned aircraft at all times. UAS are required to always yield to manned aircraft.

UAS segregation should occur using three factors: geographic, altitude, and date/time. UAS flights should be authorized only in specific airspace, from the surface to a specific altitude (typically 400' AGL or less) and in specific date and time blocks. All altitude coordination with the AOB or ATC must be done in feet (English).

====Air Operations Branch Communication====
UAS crew must notify the AOB via telephone prior to launch of a UAS and again upon recovery. If the duration of the UAS sortie is to exceed 20 minutes, the UAS crew must notify the AOB every 20 minutes of the aircraft status, location, airspeed and altitude.

====Local Traffic Radio Communication====
The UAS crew must advise local air traffic via the established CTAF (Common Traffic Advisory Frequency) every 20 minutes of UAS position, airspeed and altitude. In case of operations near towered airports, these CTAF reports will be made to the local ATC controlling the airspace. In operations away from towered airports, CTAF calls will be made "in the blind" in the same manner as manned aircraft notify local traffic of activities in and around the traffic pattern of uncontrolled airports.
A.5 - Airspace Exceptions

In a post-disaster environment, particularly when a Temporary Flight Restriction (TFR) has been issued by the FAA, UAS Flights may occur in any type of airspace authorized by the FAA and the Air Operations Branch.

===UAS Mission Profiles===
UAS operations can support several missions typically managed by the Florida SERT Air Operations Branch (AOB), including '''Incident Awareness and Assessment (IAA), Aerial imagery''' and '''Airborne search and rescue'''. These activities support the AOB defined mission priorities of reconnaissance, property protection, environmental protection, and lifesaving.

To accomplish these activities, UAS operations can be broken down into several UAS mission types applicable to emergency management. Each of these UAS mission types has payload requirements as well as specific products - the output of the mission. By understanding the products of each of these mission type, managers can apply an appropriate mission to an activity and/or priority.

Some aircraft and payload combinations allow for the payload to be configured in flight to accomplish different mission types. Others require the payload to be configured on the ground, prior to launch, and is not changeable in flight.

A specific mission profile is capable of generating specific products and outputs. Further, each mission profile has set requirements in the context of airframe, payload, supplemental equipment, and crew.

====Still Imaging====
Still image collection can capture either vertical or oblique imagery.

Vertical still images (also called nadir images) are taken with the camera oriented so that it is pointed straight down (vertically) at the ground. Each image captured is what appears directly below the aircraft. No horizon is visible. Vertical still images look like small parts of a map, and provide roughly consistent scale across the entire image. The vertical perspective also makes the measurement of direction and distance possible on the raw photo.

Oblique still images are taken with the camera oriented horizontally or at an angle other than vertical. High angle oblique images have the apparent horizon visible in the image, while low angle oblique images do not. Oblique images have some significant advantages over vertical images. At similar altitudes, oblique images show more area than a vertical image, though perspective creates significant distortions in scale and distance. Oblique images also can show features that are not visible in vertical images, such as walls of buildings.

The camera may be configured to capture images on a timed cycle using an intervalometer or it may be connected to the aircraft autopilot to capture images spaced by a set distance, such as every 50 meters. Further, some payloads and/or cameras may allow the operator to trigger the camera manually.

To be effective in this mission, all images must be tagged with the geographic coordinates of the camera when the image was taken. To accomplish this, the camera should either have an integrated global positioning system (GPS) or the images may be geocoded using autopilot logs during post-flight processing.

Note that oblique still images cannot be used to create ortho-rectified mosaics or maps.

'''Requirements'''
* Still imaging payload or camera, including any required stabilization mounts (anti-vibration, gimbal, etc.) and recording media (SD Card, etc.)
* Transmitter for imaging feed to ground control station
* Receiver and monitor for imaging feed
* GPS logging of aircraft position during flight

'''Products or Outputs'''
* Still images
* Still images with geographic representation
* Ortho-rectified mosaic
* Digital maps
* Printed maps
* Digital elevation models

====Video Imaging====

Video image collection can capture either vertical or oblique imagery. Classification of video as vertical or oblique follows the same guidelines as described in '''Still Imaging.'''

For the highest quality video imagery the camera should be stabilized using a brushless gimbal that negates or reduces the apparent movement of the aircraft.

Embedding location coordinates in video imagery is not possible in the same way it is accomplished in still imagery. Geographic information (location information) from the aircraft's autopilot flight logs may be synced to the video file in post-processing to illustrate the location of the video.

Video imaging may include live video transmitted to the ground in addition to video recorded and stored on the aircraft.

'''Requirements'''
* Video imaging payload or camera, including any required stabilization mounts (anti-vibration, gimbal, etc.) and recording media (SD Card, etc.)
* Transmitter for imaging feed to ground control station
* Receiver and monitor for imaging feed in ground control station
* GPS logging of aircraft position during flight

'''Products or Outputs'''
* Live video
* Post-mission video
* Still images from video
* Pushbroom images from video

====Infrared Imaging====

Infrared image collection can capture either vertical or oblique video imagery in the near infrared spectrum. Classification of infrared imagery as vertical or oblique follows the same guidelines as described in '''Still Imaging.'''

For the highest quality infrared imagery the camera should be stabilized using a brushless gimbal that negates or reduces the apparent movement of the aircraft.

Embedding location coordinates in infrared video imagery is not possible in the same way it is accomplished in still imagery. Geographic information (location information) from the aircraft's autopilot flight logs may be synced to the infrared video file in post-processing to illustrate the location of the infrared video.

Infrared video imaging may include live video transmitted to the ground in addition to high-definition video recorded and stored on the aircraft.

'''Requirements'''
* IR imaging payload or camera, including any required stabilization mounts (anti-vibration, gimbal, etc.) and recording media (SD Card, etc.)
* Transmitter for imaging feed to ground control station
* Receiver and monitor for imaging feed
* GPS logging of aircraft position during flight

'''Products or Outputs'''
* Live infrared video
* Post-mission infrared video
* Still images from infrared video
* Pushbroom images from infrared video

====Low Level Corridor Imaging====

Low level corridor imaging is a specialized video imaging mission profile intended for flood assessment in streets with limited overhead clearance due to trees and power lines.

'''Requirements'''
* Video imaging payload or camera, including any required stabilization mounts (anti-vibration, gimbal, etc.) and recording media (SD Card, etc.)
* Video camera suitable for navigation and obstacle clearance (First Person View camera)
* Transmitter for imaging feed to ground control station
* Receiver and monitor for imaging feed in ground control station
* GPS logging of aircraft position during flight
Products of Video Imaging Mission Profile
* Live video
* Post-mission video
* Still images from video

====Life Safety Equipment Deployment====

[ in development ]

===UAS Data Processing===
Once the UAS sortie is complete, the data collected must be processed into a usable product. That product must then be distributed (made available in some way) to the end user. This Annex serves as a base document to discuss the post-mission processing and distribution required for a variety of UAS mission types.

To support the distribution of products, the following items/services are required:

* High-speed (broadband) internet access such as 4G or WiFi
* An internet Content Management System (CMS) such as WordPress, Mura, or Google Sites. (Google Docs may be used in this role).
* A Google account capable of supporting Google Hangouts, YouTube streaming, Google Photos, Google My Maps, and Picasa Web Albums
* The following software packages installed and configured on the computer to process photos and videos:
** Google Picasa (https://picasa.google.com/)
** Google Chrome (http://www.google.com/chrome/) (Highly recommended)
** Google Earth Pro (https://www.google.com/earth/download/gep/agree.html)
** Skitch by Evernote (https://evernote.com/skitch/)
** GPicSync (https://github.com/metadirective/gpicsync)
** Garmin VIRB Edit (http://www.garmin.com/en-US/shop/downloads/virb-edit)
** Agisoft Photoscan Pro

====Still Images (with Geographic Representation)====

Still images are the simplest of all UAS products. They can be processed to remove distortion or simply distributed ‘raw’ as they are downloaded from the aircraft.

All camera payloads are capable of capturing still imagery either on command from the pilot or via an intervalometer script or device.

'''Processing Workflow'''

# Create directory structure to contain mission images
# Create map and description of the mission area in Google Maps.
# Publish map and mission description to CMS.
# Download still images from the aircraft and clear the aircraft memory card.
# Geolocate images
# If the camera payload contains GPS functionality (such as a Garmin VIRB) then images are geolocated automatically. No further action is required. Skip to step 9.
# Images captured with a non-GPS camera (such as a Canon SX260 or GoPro Hero 4) must have the coordinates of the location the image was captured at written into the file. This can be accomplished by synchronizing the autopilot flight log and the captured images using software such as GPicSync.
# Verify image location data.
# Location information in the images should be reviewed for accuracy.
# Save mission photo set into the appropriate directory structure
# Import mission photo set into Picasa as a Album
# Initial exploitation - delete unnecessary photos, etc.
# Post-process images for color correction or to correct lens distortion (optional)
# Watermark images (optional)
# Upload to Picasa Web Albums, confirm sharing settings (set to Limited).
# Publish link to Picasa Web Album to CMS, notify of availability of initial imagery.
# From Picasa Web Album page, save the album’s KML file.
# Publish KML to CMS, notify of availability.
# Secondary exploitation - Mark and identify features, issues, etc. using Skitch.
# Add annotated photos from Skitch to Picasa album.
# Upload annotated photos to Picasa Web Albums.
# Publish notes about annotations to CMS, notify of availability of exploited imagery.

'''Distribution'''

End user access to the still images is available via the Content Management System and Picasa Web Albums. The images can also be distributed via USB drive, CD-ROM, or other removable media.

====Ortho-rectified Mosaic====

During post flight processing, the geo-tagged still images can be stitched together using software to create an ortho-rectified mosaic image of the entire area covered by the flight, creating a pseudo-map. This process can be time consuming and creates large datasets, which may be difficult to distribute via the internet. Ortho-rectified mosaics are too large to be distributed via most email systems.

Ortho-rectified mosaics (referred to as ‘orthos’ from here on) are useful for analyzing large areas and are easier to understand than a collection of still images (such as the Still Images product).

'''Processing Workflow'''

# At a minimum, perform Steps 1 through 7 of the Still Images Processing Workflow. Recommended that all steps in the Still Image Processing Workflow be completed prior to this workflow being started.
# Load photos into Agisoft Photoscan Pro and process to obtain a JPG or PNG format Orthophoto. This process will take considerable time!
# Publish notes about orthos to CMS, notify of availability of orthos.

'''Distribution'''

End user access to the processed orthophoto will be via USB drive or other removable media. In some situations, it may be possible to provide online access to the orthophoto via FTP or other web services, but this will require excellent IT infrastructure to accomplish.

====Digital Maps====

Digital maps may look and feel like an ortho-rectified mosaic, but they contain editorialized information. Utilizing the ortho-rectified mosaic image, geographical information system (GIS) software can create full featured maps for distribution via print or electronic means (internet delivery). This process is manual and may take considerable time (days) during post-processing.

'''Processing Workflow'''

# At a minimum, perform Steps 1 through 7 of the Still Images Processing Workflow. Recommended that all steps in the Still Image Processing Workflow be completed prior to this workflow being started.
# Perform the Ortho-rectified Mosaic workflow.
# Using ArcGIS, QGIS, TileMill or similar software packages (not prescribed here), create digital map products from the created ortho.
# Using a digital map tile creation tool, publish the resulting map tiles on the internet.
# Publish notes about maps to CMS, notify of availability of map products.

'''Distribution'''

Digital map tiles, once published online, can be utilized by a variety of digital tools on desktop and mobile platforms.

====Digital Elevation Model====

During post flight processing, vertical still images can be used to create a three-dimensional model of the area observed. This model can be utilized as a Digital Elevation Model or used to create contour lines on a map. This process takes considerable processing time and may require detailed ground surveys to occur simultaneously with original flight(s).

'''Processing Workflow'''

# At a minimum, perform Steps 1 through 7 of the Still Images Processing Workflow. Recommended that all steps in the Still Image Processing Workflow be completed prior to this workflow being started.
# Perform the Ortho-rectified Mosaic workflow.
# In PhotoScan Pro, Generate a Digital Elevation Model (DEM) file.
# Upload the DEM file to the CMS and publish link.
# Publish notes about DEM to CMS, notify of availability of DEM products.

'''Distribution'''

Digital Elevation Model files are relatively small in size, and can be distributed online (as in the workflow above) or via any USB or removable media.

====Live Video (Color or IR)====

Live video, transmitted from the aircraft to the ground while in flight, is a valuable decision making tool. Live Video can be combined with just about any mission type, even if the primary mission is not to shoot video.

This process utilizes YouTube’s Live Streaming capability. This tool provides for live broadcast of a video stream, as well as an immediate archive of the video after the live broadcast ends. Access to the video can be restricted via obfuscation (viewers must have the URL) or access control - users must sign in via username and password.

Live video transmission to the ground station is standard definition (SD, 640x480 pixels) when originating from the 3DR Iris+, FireFLY6, or 3DR Y6. Live video is high definition (720p, 1280x720 pixels) when originating from the DJI Phantom 3 Advanced or DJI Inspire 1

Live video is only possible while the aircraft and payload are within transmission range of the ground station.

Live video requires broadband internet at the Ground Control Station - preferably 4G or LTE service. There will be a delay in the video stream of between 30 and 60 seconds.

'''Processing Workflow'''

# Create map and description of the mission area in Google Maps.
# Publish map and mission description to CMS.
# Prior to flight, test video downlink.
# Connect USB video capture device to laptop used to process/transmit video.
# Connect video receiver on the ground to the USB capture device inputs.
# UAS Crew utilizes receiver/monitor in the Ground Station to monitor the aircraft and provide real-time assessment and planning.
# Launch YouTube Dashboard (https://www.youtube.com/dashboard) in Google Chrome
# Schedule a new “Live Streaming Event”, using the “Quick” (Google+ Hangouts on Air). Set privacy to “Unlisted” or “Private”. Title and description must be completed and should include reference to the mission identifier, date and time.
# Click ‘Go Live Now’. This will launch Google+ Hangouts On Air.
# Select the USB capture device as the input for the Google Hangout video. The video from the UAS should now be displayed on the screen.
# Click ‘Start Broadcast’.
# During the mission, the Hangout Toolbox can be used to display text information over the video, or to replace the video with still images.
# From the YouTube Dashboard, get the URL of the Live YouTube stream.
# Publish link to the CMS, notify of availability of live video imagery.
# At the conclusion of the flight, shut down the live stream.
# Modify the link on the CMS to indicate the link is no longer live, but an archived version of a previously live video.
# Publish notes about video to CMS, notify of availability of archived video imagery.

'''Distribution'''

All distribution of the live video is via the internet.

====Post-Mission Video (Color or IR)====

In situations where internet access is not available, video can be recorded in-flight and processed and distributed after the sortie or mission. This mission is not dependent on the Live Video mission type - it can be run simultaneously or stand alone.

Unlike Live Video, Post-Mission Video is always high-definition, typically 1080p resolution.

'''Processing Workflow'''

# Create directory structure to contain mission video.
# Create map and description of the mission area in Google Maps.
# Publish map and mission description to CMS.
# Download video from the aircraft and clear the aircraft/payload memory card.
# Download the autopilot log for the flight.
# Synchronize the video to the log and create location visualizations using Garmin VIRB Edit or similar software.
# Initial exploitation - edit video to remove unnecessary segments (launch, landing, etc.)
# Downsample video to minimum acceptable resolution
# Upload video to Google Drive
# Publish link to Google Drive video to CMS, notify of availability of processed video.
# Publish notes about video to CMS.

'''Distribution'''

Final processed videos may be very large, depending on resolution and duration. Videos should be uploaded to Google Drive as soon as practical but lack of bandwidth may delay this process. Post-Mission Video can also be distributed via USB drive or other removable media. In many cases, this may be the preferred method.

====Still Images from Video (Color or IR)====

During processing of Post-Mission Video, it may be desirable to capture still images from the video file. This can be accomplished using a variety of techniques, from dedicated software to taking a screenshot of the video while paused.

Once the images are captured, they can be processed as Still Images as described in '''Still Images (with Geographic Representation)''' manual geotagging will be required.

===UAS Capabilities Outline===

These figures should be used for rough planning purposes only.

====3DRobotics IRIS+ Multirotor====

:'''Endurance:''' 11 minutes (with reserve)
:'''Inventory''': 5 aircraft
:'''Missions:''' Still imagery, video imagery (live SD and post-processed), Life safety drop
:'''Minimum Crew:''' 2
:'''Coverage at 400' AGL: '''19 acres (.075 sq. km. / 7.5 hectares)
:'''Coverage at 200' AGL:''' 9.5 acres (.038 sq. km. / 3.85 hectares)

====3DRobotics Y6 Multirotor====

:'''Endurance:''' 11 minutes (with reserve)
:'''Inventory:''' 1 aircraft
:'''Missions:''' Still imagery, video imagery (live SD and post-processed)
:'''Minimum Crew:''' 2
:'''Coverage at 400' AGL:''' 19 acres (.075 sq. km. / 7.5 hectares)
:'''Coverage at 200' AGL:''' 9.5 acres (.038 sq. km. / 3.85 hectares)

====Swift Radioplanes Lynx UAS Fixed-Wing====

:'''Endurance:''' 80 minutes (with reserve)
:'''Inventory:''' 1 aircraft
:'''Missions:''' Still imagery (Nadir)
:'''Minimum Crew:''' 2, 3 Preferred
:'''Coverage at 400' AGL: '''1112 acres (4.5 sq. km. / 450 hectares)
:'''Coverage at 200' AGL:''' 556 acres (2.25 sq. km. / 225 hectares)

====DJI Inspire 1 Multirotor====

:'''Endurance:''' 18 minutes
:'''Inventory:''' 1 aircraft
:'''Missions: '''Still imagery, video imagery (live HD and post-processed)
:'''Minimum Crew: '''2
:'''Coverage at 400' AGL:''' 30 acres (.12 sq. km. / 12 hectares)
:'''Coverage at 200' AGL:''' 15 acres (.06 sq. km. / 5 hectares)

====DJI Phantom 3 Advanced Multirotor====

:'''Endurance:''' 20 minutes
:'''Inventory:''' 1 aircraft
:'''Missions:''' Still imagery, video imagery (post-processed only)
:'''Minimum Crew:''' 2
:'''Coverage at 400' AGL:''' 30 acres (.12 sq. km. / 12 hectares)
:'''Coverage at 200' AGL:''' 15 acres (.06 sq. km. / 5 hectares)

===Risk Matrix===

The current EMHS/CDRP Risk Matrix appears below. It can be accessed at:

https://drive.google.com/folderview?id=0B7eEPWQtRx9UfnBGcktYQmdzb1NXemM3N0tmMHlNNE9BR0ZSVG9rVnowZnBiaGNjbmJvOVk&usp=sharing

===Glossary and Acronyms===

====Acronyms====

:'''AGL''' - Altitude above ground level
:'''AO''' - Aircraft Operator
:'''AOB''' - Air Operations Branch
:'''ATO''' - Air Traffic Organization
:'''COA''' - Certificate of Authorization
:'''CTAF''' - Common Traffic Advisory Frequency
:'''FAA''' - Federal Aviation Administration
:'''GCS''' - Ground Control System
:'''IR''' - Infrared
:'''MSL''' - Altitude above mean sea level
:'''NOTAM''' - Notice to Airmen
:'''NM''' - Nautical mile
:'''PFC''' - Primary Flight Controller
:'''PIC''' - Pilot-in-Command
:'''POH''' - Pilot's Operating Handbook
:'''SO''' - Sensor Operator
:'''SOG''' - Standard Operating Guide
:'''TFR''' - Temporary Flight Restriction
:'''UAS''' - Unmanned Aircraft Systems
:'''UAV''' - Unmanned Aerial Vehicle
:'''VO''' - Visual Observer

====Glossary====

:'''Air Operations Branch''' - Branch of the Incident Command System responsible for the coordination and direction of all airborne assets and activities.

:'''Air Traffic Organization''' - Administrative division of the FAA responsible for the safe control of all air traffic in the United States.

:'''Aircraft logbook''' - Logbook for each aircraft detailing flight time, maintenance and repairs.

:'''Aircraft Operator''' - Crewmember responsible for operation of the autopilot and autonomous flight systems.

:'''Certificate of Authorization''' - Authorization from the FAA to operate a UAS for research or public use.

:'''Certificated Pilot''' - A pilot in possession of a valid and current pilot's certificate issued by the FAA or other international aviation authority.

:'''Commercial Pilot Certificate '''- A pilot's certificate valid for commercial operations (for hire).

:'''Crew '''- Personnel required for the safe and effective operation of the UAS.

:'''Failsafe mode '''- Automated mode which is triggered when the UAS loses connection/signal from the GCS and/or PFC. Typically the failsafe mode is 'return to launch'.

:'''Flight''' - One launch to landing cycle of the aircraft and crew.

:'''Ground Control Station''' - Computer, tablet and/or other communications equipment on the ground designed to interface with and control the aircraft and autopilot.

:'''Guided Mode '''- Autopilot controlled flight mode in which the Aircraft Operator clicks on a map interface to direct the aircraft to fly to that location.

:'''Medical Certificate '''- An FAA issued certificate indicating the holder has passed a flight physical and background check. Medical Certificates are issued in three classes, First, Second and Third, and are good for a limited period of time.

:'''Mission '''- One assigned objective for the UAS and crew to accomplish. A single mission may require multiple sorties or flights.

:'''N-Number''' - FAA aircraft registration number. In the United States, all aircraft registration numbers begin with the letter 'N'.

:'''Non-towered Airport '''- An airport without an operating/staffed control tower.

:'''Notice to Airmen''' - A standard method of informing the aviation/pilot community of a special or temporary condition that may impact the safety of flight.

:'''Pilot-in-Command '''- The individual who has final authority and responsibility for the aircraft and crew.

:'''Pilot's Operating Handbook''' - The manual that outlines all aspects of the safe and effective operation of a specific aircraft or UAS.

:'''Private Pilot Certificate''' - A pilot's certificate valid for personal or non-commercial/non-compensated use.

:'''Registration number''' - See N-number

:'''Safety Pilot''' - Pilot or operator of the UAS who utilizes the Primary Flight Control to maneuver (or 'fly') the aircraft. The safety pilot is typically also the Pilot-in-Command.

:'''Sensor Operator''' - Crew member responsible for the configuration and operation of the sensor payload as well as equipment that supports that payload.

:'''Sortie''' - A single flight of the UAS or aircraft.

:'''Temporary Flight Restriction''' - A temporary restriction placed by the FAA on a specific piece of airspace for a specific time. Enforced to ensure the safety of aircraft as well as people on the ground. TFR's are common over a disaster impact area to prevent normal traffic from interfering with search and rescue aircraft, etc.

:'''Towered Airport''' - An airport with an operating and manned air traffic control tower.

:'''Unmanned Aerial Vehicle''' - Acceptable term for an unmanned aircraft. Refers to the aircraft itself.

:'''Unmanned Aircraft System '''- The FAA adopted term for an unmanned aircraft as well as the systems, equipment, and crew that support that aircraft. This is the preferred terminology.

:'''Visual Observer''' - Crew member responsible for ensuring the UAS does not interfere with other aircraft or obstacles.

:'''Waypoint''' - A set of coordinates and altitude entered in the GCS to which the aircraft will automatically fly. Upon reaching the waypoint, the aircraft will typically move to the next sequential waypoint.

UAS in EM Standard Operating Guide

2019-02-25T22:29:34Z

Dmerrick: /* Remote Pilot-in-Command */

'''SOG Version 1.6 | 25 FEB 19'''
==Introduction==
'''SOG Section 1 - Introduction'''
===Overview===
The Center for Disaster Risk Policy (CDRP) at Florida State University established the Unmanned Aircraft System research project to assess and improve the usability of small unmanned aircraft systems in the context of state, local, and federal disaster management. This project examines UAS hardware, software, policies and procedures, data collection methodologies, and crew training and education to develop best practices for UAS applications in emergency management. Governments and organizations at all levels are expressing interest in how UAS can be applied to emergency management processes, including mitigation, preparedness, response and recovery.

The Center for Disaster Risk Policy (CDRP) is the applied and field research arm of the Emergency Management and Homeland Security Program (EMHS) at FSU, and CDRP faculty and staff have decades of operational emergency management, communications, and information technology experience. CDRP Faculty and Staff, in conjunction with EMHS students have deployed UAS for a variety of emergency and disaster related projects, including risk reduction projects in Haiti and Belize, as well as hurricane response efforts in Florida and Texas. The CDRP UAS Team has worked with Florida Urban Search and Rescue (US&R) Task Forces in both exercises and real-world deployments.

===Purpose of this Document===
This Standard Operating Guide includes all non-aircraft specific information and operational guidelines for CDRP personnel operating a UAS.

Further, this document may be used as a template for any entity conducting UAS operations in support of emergency or disaster response agencies. This document is open source and available to anyone who may need it.

===Authors===
David Merrick, Jarrett Broder, Rob McDaniel, Jessica Weins, Tanya Shannon, Laura Hart, and Abra Kinch

===Published Location===
This guide and all supporting documents is published at http://uas.cdrp.net

[[File:transparent.gif|150px|link=]]
==Administration==
'''SOG Section 2 - Administration'''
===Administrative Control===
This unmanned aircraft system research project is under the administrative control of the Center for Disaster Risk Policy at Florida State University. All research and operations must comply with CDRP polices and procedures, University policies and procedures, as well as state, local and federal laws and regulations.

The CDRP UAS research project director is David Merrick - dmerrick at em fsu edu.

===Authority to Task===
Only the Director of the Center for Disaster Risk Policy at Florida State University or their delegates have the authority to task or assign any UAS resources (including but not limited to aircraft, personnel, or equipment) to any project, mission, or other assignment.

===Maintenance of this Document===
The CDRP UAS Standard Operating Guide is maintained and updated by the faculty/staff of CDRP and approved for publication by the Director of CDRP.

===Coordination with the Federal Aviation Administration===
For purposes of correspondence with the FAA, to include (but not limited to) aircraft registration, Certificate of Authorization (COA) applications, incident reporting, operational reporting, etc., this research program should be identified as:

:Center for Disaster Risk Policy
:Florida State University
:113 Collegiate Loop
:Bellamy 638
:Tallahassee, FL 32306-2250
:850.644.9961
:uas@em.fsu.edu

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==Unmanned Aircraft Systems Limitations and Requirements==
'''SOG Section 3 - UAS Limitations and Requirements'''
===Limitations and Requirements Overview===
All UAS operated by CDRP faculty, staff or students will meet the following requirements and limitations, without exceptions.

These limitations and requirements are in effect to ensure safe operation of the UAS and ensure the safety of the crew, onlookers and other personnel not directly involved in the operation.

These requirements are derived from 14 CFR Part 107, FAA Certificate of Authorization requirements, University guidelines, and Section 333 of the FAA Modernization and Reform Act of 2012.

===Weight===
The UAS will weigh less than 55lbs. at takeoff. This is gross weight (or 'all up' weight) including fuel sources (battery) and mission payload.

===Performance and Altitude===
The UAS will not exceed 86 knots of ground speed during flight. This equates to 100mph or 44m/s.

The UAS will not exceed 400' AGL unless specifically authorized by the FAA or if operated within the parameters of 14 CFR Part 107.

===Preflight Inspection===
Prior to any UAS flight, the Remote Pilot in Command (RPIC) will conduct a thorough inspection of all components of the UAS, including the air vehicle, ground control station, and communication devices. Systems not found to be in condition for safe flight or operation will not be utilized. Determination of 'safe flight or operation' rests with the RPIC.

Any discrepancies found during pre-flight inspections should be logged in the aircraft logbook.

===Minimum Crew===
All UAS operations will be conducted by a Remote Pilot in Command (RPIC) and at least one (1) Visual Observer (VO) or one (1) Aircraft Operator (AO), for a minimum crew of two (2). The RPIC has the final authority and responsibility for the safe operation of the UAS and the safety and well-being of UAS crewmembers. While not required a third crewmember (in either the VO or AO crew position) is recommended for safe operations.

===Failsafe/Lost Link Mode===
All UAS must be equipped with a failsafe/lost link mode in case of primary control link failure. This failsafe or lost link mode should return the aircraft to the launch point without requiring human intervention. Specific mission profiles may require a different failsafe mode to ensure the safety of persons on the ground.

===Flight Termination Option===
Each UAS should be equipped with an in-flight termination option. This would immediately kill power to the aircraft, resulting in an immediate and uncontrolled decent into terrain. Flight termination modes are not a replacement for lost link or failsafe modes. Flight termination should only be carried out when it is the only option to prevent injuries to bystanders or other persons not involved in the operation. Crew members should be briefed on how to initiate flight termination, as well as the effects of flight termination, before every sortie.

===Emergency Procedures Defined===
All UAS must have documented emergency procedures covering (at a minimum): engine or power failure; fire; loss of control link; loss of GPS; loss of telemetry data link; loss of video downlink. Emergency Procedures will be detailed in the Pilot's Operating Handbook as required in this SOG.

===Flight Controls===
All UAS must have a Primary Flight Controller (PFC) allowing the pilot manual (or a close approximation of manual) control over the aircraft. All UAS must have an autopilot capable of autonomous and user-directed flight.

The PFC must be in the immediate control of the Remote Pilot in Command at all times. "Immediate control" allows for persons other than the RPIC to manipulate the controls, however, the RPIC must remain in a position to retake controls in the event of an unsafe condition or emergency.

===Required Flight Modes/Autopilot Modes===
Each aircraft and autopilot combination provides different flight control modes. While the aircraft or autopilot may provide additional modes, the following are required:

* Manual/Stabilized/Atti Mode - Allows the pilot or pilot-in-command to manually control the aircraft. This mode may provide stabilization if required (as on a multi-rotor).
* Loiter/GPS Mode - Allows the aircraft to hold lateral position and altitude with minimal pilot input. Fixed-wing aircraft may circle a specific point.
* Return to Launch (RTL) or Return to Home (RTH) - Directs the aircraft to begin an automated least-time/least-distance return to the launch point. Useful as a failsafe mode, but not encouraged in normal operations. Obstacle avoidance it permitted in this mode.

===Battery Reserve===
Battery voltage is the 'fuel' for electric UAS. With this in mind, all UAS flights will end while the aircraft maintains a 20% battery reserve. Battery voltage and capacity should be measured using voltage of the battery per the aircraft POH.

===Aircraft Markings===
All UAS must be registered with the FAA. All aircraft must display the corresponding registration number (N-number or FA-number) in a permanent fashion so that it is visible while the UAS is on the ground.

UAS must show an external identifier of "Florida State University".

===Aircraft Documentation===
Each UAS will have a Pilot's Operating Handbook (POH) specific for the model. The POH will be located with the Ground Control Station and will be familiar to each crewmember.

The POH will include all documentation required by this SOG and will be available for inspection during all UAS operations.

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==Crewmembers==
'''SOG Section 4 - Crewmembers'''
===Crewmembers Defined===
UAS crewmembers constitute any personnel responsible for the safe operation of the unmanned aircraft, support systems, payload, or coordination systems. Crewmembers are classified into one of the following positions: Remote Pilot-in-Command, Aircraft Operator, Sensor Operator, Visual Observer.

'''The required positions for all UAS flights are Remote Pilot-in-Command and either a) Visual Observer, or b) Aircraft Operator.''' Other positions may be added to a flight if mission requirements and workload dictate.

===Remote Pilot-in-Command===
The Remote Pilot-in-Command (RPIC) flies the aircraft and is the final authority on all aspects of the UAS operation. The RPIC is responsible for all aspects of the UAS operation and supervises the Visual Observer, Aircraft Operator, and/or Sensor Operator. For purposes of clarification - the Remote Pilot-in-Command is the equivalent of the (manned) Pilot-in-Command position defined in 14 CFR Part 61, Part 91, and elsewhere.

====Remote Pilot-in-Command Required Standards====
*The RPIC must possess a current Part 107 Remote Pilot Certificate, or meet the minimum pilot standards as stated in the FAA-issued Certificate of Authorization (COA) being utilized to conduct flight operations.
*The RPIC must have met the knowledge and practical standards in the document [[UAS in EM Operator/Remote Pilot Standards]]

====Remote Pilot-in-Command Currency Requirements====
*Prior to current UAS operations, the RPIC will have logged a minimum of 2 hours as a UAS pilot and 3 take offs and 3 landings in the preceding 90 days. This is total time, not in a specific aircraft.

===Aircraft Operator===

The Aircraft Operator (AO) operates the UAS autopilot and autonomous systems. The aircraft Using these systems, the AO may control the aircraft using waypoint navigation or guided mode. The AO assists with the launch and recovery of the aircraft and coordinates with the Sensor Operator if assigned.

===Visual Observer===

The Visual Observer (VO) acts as a second set of eyes for the Pilot-in-Command and ensures safe operation of the UAS. This includes ensuring separation of UAS operations from manned aviation activity, enforcing minimum safe distances of bystanders and observers, and safe interaction of the crew. The VO assists with launch and recovery of the aircraft.

===Sensor Operator===

The Sensor Operator (SO) operates the UAS payload and/or sensors, including EO/IR cameras, digital still cameras, atmospheric sensors, or any other payload. The SO assists with the launch and recovery of the aircraft and coordinates with the Aircraft Operator if assigned.

===Training and Proficiency===

CDRP UAS crew will maintain proficiency through periodic training and proficiency flights.

Pilot-in-Command, Aircraft Operator, and Visual Observer must demonstrate proficiency in knowledge and practical standards every 90 days.

===Crew Flight Logs===

All crew are required to maintain accurate logs of all time associated with UAS flights. This includes, but is not limited to; time as Pilot-in-Command, time as Aircraft Operator, time as Visual Observer, time as Sensor Operator, and time as an instructor.

Flight logs should be consolidated once per calendar month, stored electronically in a centralized location, and reviewed periodically for accuracy and completeness.

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==Flight Environment==
'''SOG Section 5 - Flight Environment'''
===Airspace===
UAS Flights will primarily occur in Class G airspace. No operations will be conducted in Class A or Class B airspace. Operations in Class C and Class D airspace will only occur with prior approval of the FAA.

Operations within five (5) nautical miles of a non-towered airport will require approval from the airport authority prior to operations commencing.

''See Appendix A - Post Disaster Airspace Management and Coordination for more information regarding UAS operations during or after an emergency or disaster.''

===Line of Sight===
All UAS will be flown within the visual line of sight of the Pilot in Command and Visual Observer. Visual line of sight must be unaided through optical or electronic means (outside of standard prescription contact lenses or glasses).

===Altitude===
All UAS flights will be conducted at or below 400' AGL.

===Weather and Time of Day===
All UAS flights will operate at least 500 feet below or 2,000 feet horizontally from clouds. All UAS flights will be conducted when visibility is at least 3 statute miles from the Pilot in Command and Visual Observer.

All UAS flights will occur during daylight hours.

===Flight Risk Assessment===
Crew will conduct a thorough risk assessment prior to each UAS sortie. Factors considered will include weather, location, mission parameters, crew capacity and operational tempo.

The CDRP Risk Matrix tool is located in Appendix E - Risk Matrix.

===Preflight Briefing===
Prior to all UAS flights, sorties, or missions, a thorough preflight brief will be conducted for all crewmembers, observers and other participants. This briefing will include, at a minimum:

* Crewmember assignments
* Aircraft and payload summary
* Mission or purpose of flight
* Description of the mission or flight area
* Duration
* Weather
* Identification of coordinating/controlling agencies, entities, etc.
* Communications plan, including crew and outside communications
* Hazards to the aircraft and crew
* Description of primary launch and recovery area (LRA) and any alternate LRA's

===Launch and Recovery Areas===
Launch and Recovery Areas (LRAs) will be selected based on the requirements of the aircraft and the mission. LRAs must be located on property the UAS crew has a legal right/permission to access, and must provide a safe area to operate for the crew, observers, and aircraft.

LRA's must be clear of overhead power lines, telecommunication lines, and other obstacles.

===Operations Over People and Property===
The UAS will not be operated directly over any person at an altitude that is hazardous to the persons below in the event of a failure of the UAS or associated systems.

===Yield to Manned Aviation===
All UAS operations must remain clear of and immediately yield to manned aircraft operations. This includes ultra-light aircraft, parachutists, balloonists, parasailing activity, hang gliders, etc.

===Battery/Fuel Reserve===
All UAS will land with a 25% reserve battery power. This reserve may be used at the discretion of the pilot-in-command only to ensure safety of flight as well as people/material on the ground.

===Privacy===
UAS will not capture or retain imagery of private property or persons where doing so would violate a reasonable expectation of privacy.

For operations in the State of Florida, all flights will be conducted in compliance with State statute 934.50 "Searches and seizure using a drone."

===Stationary Ground Control Station===
UAS operations will only be conducted from stationary locations. The PIC or ground control station will not be located in a moving vehicle.

===Sterile Cockpit===
During critical flight operations, such as launch and recovery, the UAS crew will ensure that a 'sterile cockpit' is enforced around the ground control station. Sterile cockpit means that no extraneous conversation or non-essential activities will occur.

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==Maintenance==
'''SOG Section 6 - Maintenance'''
===Airframe Log===

All maintenance performed on UAS will be logged in the UAS airframe logbook. Each entry will include, at a minimum: the person performing the maintenance action, date, description of the maintenance action, and list of parts replaced.

Changes to the firmware, software, or operating system of the aircraft or autopilot must be logged.

===Periodic Inspection===

All UAS airframes will be inspected for damage every calendar quarter. These inspections will be logged in the UAS airframe logbook. This inspection must include: full power test, control surface check, transmitter/receiver range check, and autopilot functionality check.

===Payload Changes===

All payload changes will be logged in the UAS airframe logbook. This will included routine swaps of previously flown payloads.

===Bench and Acceptance Testing===

Any activity that changes the operational and/or flight characteristics will require that the UAS undergo bench and flight acceptance testing prior to further use.

Bench testing may be accomplished without propellers or rotors to ensure expected operation of autopilots, control surfaces, servos, etc. Bench testing should be performed before flight acceptance testing.

Flight acceptance testing must be performed prior to operational or research use. Flight testing should be conducted in a remote and secure location, with a limited crew exposure to the untested aircraft.

Changes to any of these systems requires bench and flight testing:

* Structural components of the airframe
* Motors
* Electronic speed controllers
* Power distribution systems
* Radio control transmitter or receiver
* Autopilot or flight controller
* Propellers (reconfigure only)

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==Permissions and Certifications to Fly==
'''SOG Section 7 - Permissions and Certifications to Fly'''
===Certificate of Authorization===

CDRP will obtain an Air Traffic Organization (ATO) issued Certificate of Authorization (COA) prior to conducting UAS operations for any purpose. This COA may be obtained for a Public Aircraft of flight operations that are a public good, or under a valid Section 333 exemption for commercial activities.

===Emergency Certificate of Authorization===

When operating in support of an emergency response or recovery effort, an Emergency Certificate of Authorization (E-COA) may be obtained from the FAA. The E-COA will authorize existing airframes and/or systems defined in an existing COA to operate in new airspace under specified guidelines.

The E-COA process requires the authorization of a response or recovery agency.

===Notice to Airmen===

If required by the COA, CDRP will request a Notice to Airmen (NOTAM) 48 to 72 hours in advance of UAS operations.

===Plan of Activities===

CDRP will provide a written Plan of Activities to the local ATO office with jurisdiction over the area encompassing the UAS operations. This written plan will be submitted as early as feasible prior to the commencement of UAS operations. CDRP will also make public the Plan of Activities on the website http://cdrp.net.

The Plan of Activities will include (at a minimum):

* Dates and times of UAS operations
* Contact name and phone number for the UAS pilot-in-command
* Make, model and N-number of the UAS to be flown
* Name and FAA certificate number of the UAS PIC
* Statement that the CDRP has obtained permission from the property owners and/or local officials to conduct the flight.
* Signature of exemption holder or representative
* A description of the flight activity, including maps and diagrams of the activity.

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==Appendices==
'''SOG Section 8 - Appendicies'''

*'''[[Appendix A - Post Disaster Airspace]]'''
*'''[[Appendix B - UAS Missions and Applications]]'''
*'''[[Appendix C - UAS Capabilities Outline]]'''
*'''[[Appendix D - Risk Matrix]]'''
*'''[[Appendix E - Acronyms and Glossary]]'''

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===Post-Disaster Airspace===
Flight operations, manned and unmanned, in post-disaster airspace are complicated and potentially dangerous. As such, close coordination between FAA ATO, the SERT Air Operations Branch and the UAS operator are critical. When operating in these environments, UAS crews should maintain a sterile cockpit at all times.

====UAS Coordination====
UAS flights supporting disaster response and/or recovery will occur only after coordination with and approval by the responsible Air Operations Branch at the city, county or state level. During all post-disaster UAS operations, CDRP will designate a UAS Coordinator as the direct contact to the Air Operations Branch. The UAS Coordinator will be co-located with the Air Operations Branch whenever practical.
====Airspace Deconfliction====
UAS operations need to be in compliance with the FAA Airspace Management Plan for Disasters (AMP). This is accomplished within the Air Operations Branch.

The standard FAA AMP calls for rotary wing search and rescue (SAR) and rotary wing sling load operations to occur between the surface and 500' AGL. This is in direct conflict with the typical airspace for small UAS operations. Therefore, it is recommended that UAS operations be segregated from active rotary wing SAR and sling load operations.

Pilots of manned aircraft are not likely to see a UAS at low altitude. Therefore it is the responsibility of the UAS crew to see and avoid manned aircraft at all times. UAS are required to always yield to manned aircraft.

UAS segregation should occur using three factors: geographic, altitude, and date/time. UAS flights should be authorized only in specific airspace, from the surface to a specific altitude (typically 400' AGL or less) and in specific date and time blocks. All altitude coordination with the AOB or ATC must be done in feet (English).

====Air Operations Branch Communication====
UAS crew must notify the AOB via telephone prior to launch of a UAS and again upon recovery. If the duration of the UAS sortie is to exceed 20 minutes, the UAS crew must notify the AOB every 20 minutes of the aircraft status, location, airspeed and altitude.

====Local Traffic Radio Communication====
The UAS crew must advise local air traffic via the established CTAF (Common Traffic Advisory Frequency) every 20 minutes of UAS position, airspeed and altitude. In case of operations near towered airports, these CTAF reports will be made to the local ATC controlling the airspace. In operations away from towered airports, CTAF calls will be made "in the blind" in the same manner as manned aircraft notify local traffic of activities in and around the traffic pattern of uncontrolled airports.
A.5 - Airspace Exceptions

In a post-disaster environment, particularly when a Temporary Flight Restriction (TFR) has been issued by the FAA, UAS Flights may occur in any type of airspace authorized by the FAA and the Air Operations Branch.

===UAS Mission Profiles===
UAS operations can support several missions typically managed by the Florida SERT Air Operations Branch (AOB), including '''Incident Awareness and Assessment (IAA), Aerial imagery''' and '''Airborne search and rescue'''. These activities support the AOB defined mission priorities of reconnaissance, property protection, environmental protection, and lifesaving.

To accomplish these activities, UAS operations can be broken down into several UAS mission types applicable to emergency management. Each of these UAS mission types has payload requirements as well as specific products - the output of the mission. By understanding the products of each of these mission type, managers can apply an appropriate mission to an activity and/or priority.

Some aircraft and payload combinations allow for the payload to be configured in flight to accomplish different mission types. Others require the payload to be configured on the ground, prior to launch, and is not changeable in flight.

A specific mission profile is capable of generating specific products and outputs. Further, each mission profile has set requirements in the context of airframe, payload, supplemental equipment, and crew.

====Still Imaging====
Still image collection can capture either vertical or oblique imagery.

Vertical still images (also called nadir images) are taken with the camera oriented so that it is pointed straight down (vertically) at the ground. Each image captured is what appears directly below the aircraft. No horizon is visible. Vertical still images look like small parts of a map, and provide roughly consistent scale across the entire image. The vertical perspective also makes the measurement of direction and distance possible on the raw photo.

Oblique still images are taken with the camera oriented horizontally or at an angle other than vertical. High angle oblique images have the apparent horizon visible in the image, while low angle oblique images do not. Oblique images have some significant advantages over vertical images. At similar altitudes, oblique images show more area than a vertical image, though perspective creates significant distortions in scale and distance. Oblique images also can show features that are not visible in vertical images, such as walls of buildings.

The camera may be configured to capture images on a timed cycle using an intervalometer or it may be connected to the aircraft autopilot to capture images spaced by a set distance, such as every 50 meters. Further, some payloads and/or cameras may allow the operator to trigger the camera manually.

To be effective in this mission, all images must be tagged with the geographic coordinates of the camera when the image was taken. To accomplish this, the camera should either have an integrated global positioning system (GPS) or the images may be geocoded using autopilot logs during post-flight processing.

Note that oblique still images cannot be used to create ortho-rectified mosaics or maps.

'''Requirements'''
* Still imaging payload or camera, including any required stabilization mounts (anti-vibration, gimbal, etc.) and recording media (SD Card, etc.)
* Transmitter for imaging feed to ground control station
* Receiver and monitor for imaging feed
* GPS logging of aircraft position during flight

'''Products or Outputs'''
* Still images
* Still images with geographic representation
* Ortho-rectified mosaic
* Digital maps
* Printed maps
* Digital elevation models

====Video Imaging====

Video image collection can capture either vertical or oblique imagery. Classification of video as vertical or oblique follows the same guidelines as described in '''Still Imaging.'''

For the highest quality video imagery the camera should be stabilized using a brushless gimbal that negates or reduces the apparent movement of the aircraft.

Embedding location coordinates in video imagery is not possible in the same way it is accomplished in still imagery. Geographic information (location information) from the aircraft's autopilot flight logs may be synced to the video file in post-processing to illustrate the location of the video.

Video imaging may include live video transmitted to the ground in addition to video recorded and stored on the aircraft.

'''Requirements'''
* Video imaging payload or camera, including any required stabilization mounts (anti-vibration, gimbal, etc.) and recording media (SD Card, etc.)
* Transmitter for imaging feed to ground control station
* Receiver and monitor for imaging feed in ground control station
* GPS logging of aircraft position during flight

'''Products or Outputs'''
* Live video
* Post-mission video
* Still images from video
* Pushbroom images from video

====Infrared Imaging====

Infrared image collection can capture either vertical or oblique video imagery in the near infrared spectrum. Classification of infrared imagery as vertical or oblique follows the same guidelines as described in '''Still Imaging.'''

For the highest quality infrared imagery the camera should be stabilized using a brushless gimbal that negates or reduces the apparent movement of the aircraft.

Embedding location coordinates in infrared video imagery is not possible in the same way it is accomplished in still imagery. Geographic information (location information) from the aircraft's autopilot flight logs may be synced to the infrared video file in post-processing to illustrate the location of the infrared video.

Infrared video imaging may include live video transmitted to the ground in addition to high-definition video recorded and stored on the aircraft.

'''Requirements'''
* IR imaging payload or camera, including any required stabilization mounts (anti-vibration, gimbal, etc.) and recording media (SD Card, etc.)
* Transmitter for imaging feed to ground control station
* Receiver and monitor for imaging feed
* GPS logging of aircraft position during flight

'''Products or Outputs'''
* Live infrared video
* Post-mission infrared video
* Still images from infrared video
* Pushbroom images from infrared video

====Low Level Corridor Imaging====

Low level corridor imaging is a specialized video imaging mission profile intended for flood assessment in streets with limited overhead clearance due to trees and power lines.

'''Requirements'''
* Video imaging payload or camera, including any required stabilization mounts (anti-vibration, gimbal, etc.) and recording media (SD Card, etc.)
* Video camera suitable for navigation and obstacle clearance (First Person View camera)
* Transmitter for imaging feed to ground control station
* Receiver and monitor for imaging feed in ground control station
* GPS logging of aircraft position during flight
Products of Video Imaging Mission Profile
* Live video
* Post-mission video
* Still images from video

====Life Safety Equipment Deployment====

[ in development ]

===UAS Data Processing===
Once the UAS sortie is complete, the data collected must be processed into a usable product. That product must then be distributed (made available in some way) to the end user. This Annex serves as a base document to discuss the post-mission processing and distribution required for a variety of UAS mission types.

To support the distribution of products, the following items/services are required:

* High-speed (broadband) internet access such as 4G or WiFi
* An internet Content Management System (CMS) such as WordPress, Mura, or Google Sites. (Google Docs may be used in this role).
* A Google account capable of supporting Google Hangouts, YouTube streaming, Google Photos, Google My Maps, and Picasa Web Albums
* The following software packages installed and configured on the computer to process photos and videos:
** Google Picasa (https://picasa.google.com/)
** Google Chrome (http://www.google.com/chrome/) (Highly recommended)
** Google Earth Pro (https://www.google.com/earth/download/gep/agree.html)
** Skitch by Evernote (https://evernote.com/skitch/)
** GPicSync (https://github.com/metadirective/gpicsync)
** Garmin VIRB Edit (http://www.garmin.com/en-US/shop/downloads/virb-edit)
** Agisoft Photoscan Pro

====Still Images (with Geographic Representation)====

Still images are the simplest of all UAS products. They can be processed to remove distortion or simply distributed ‘raw’ as they are downloaded from the aircraft.

All camera payloads are capable of capturing still imagery either on command from the pilot or via an intervalometer script or device.

'''Processing Workflow'''

# Create directory structure to contain mission images
# Create map and description of the mission area in Google Maps.
# Publish map and mission description to CMS.
# Download still images from the aircraft and clear the aircraft memory card.
# Geolocate images
# If the camera payload contains GPS functionality (such as a Garmin VIRB) then images are geolocated automatically. No further action is required. Skip to step 9.
# Images captured with a non-GPS camera (such as a Canon SX260 or GoPro Hero 4) must have the coordinates of the location the image was captured at written into the file. This can be accomplished by synchronizing the autopilot flight log and the captured images using software such as GPicSync.
# Verify image location data.
# Location information in the images should be reviewed for accuracy.
# Save mission photo set into the appropriate directory structure
# Import mission photo set into Picasa as a Album
# Initial exploitation - delete unnecessary photos, etc.
# Post-process images for color correction or to correct lens distortion (optional)
# Watermark images (optional)
# Upload to Picasa Web Albums, confirm sharing settings (set to Limited).
# Publish link to Picasa Web Album to CMS, notify of availability of initial imagery.
# From Picasa Web Album page, save the album’s KML file.
# Publish KML to CMS, notify of availability.
# Secondary exploitation - Mark and identify features, issues, etc. using Skitch.
# Add annotated photos from Skitch to Picasa album.
# Upload annotated photos to Picasa Web Albums.
# Publish notes about annotations to CMS, notify of availability of exploited imagery.

'''Distribution'''

End user access to the still images is available via the Content Management System and Picasa Web Albums. The images can also be distributed via USB drive, CD-ROM, or other removable media.

====Ortho-rectified Mosaic====

During post flight processing, the geo-tagged still images can be stitched together using software to create an ortho-rectified mosaic image of the entire area covered by the flight, creating a pseudo-map. This process can be time consuming and creates large datasets, which may be difficult to distribute via the internet. Ortho-rectified mosaics are too large to be distributed via most email systems.

Ortho-rectified mosaics (referred to as ‘orthos’ from here on) are useful for analyzing large areas and are easier to understand than a collection of still images (such as the Still Images product).

'''Processing Workflow'''

# At a minimum, perform Steps 1 through 7 of the Still Images Processing Workflow. Recommended that all steps in the Still Image Processing Workflow be completed prior to this workflow being started.
# Load photos into Agisoft Photoscan Pro and process to obtain a JPG or PNG format Orthophoto. This process will take considerable time!
# Publish notes about orthos to CMS, notify of availability of orthos.

'''Distribution'''

End user access to the processed orthophoto will be via USB drive or other removable media. In some situations, it may be possible to provide online access to the orthophoto via FTP or other web services, but this will require excellent IT infrastructure to accomplish.

====Digital Maps====

Digital maps may look and feel like an ortho-rectified mosaic, but they contain editorialized information. Utilizing the ortho-rectified mosaic image, geographical information system (GIS) software can create full featured maps for distribution via print or electronic means (internet delivery). This process is manual and may take considerable time (days) during post-processing.

'''Processing Workflow'''

# At a minimum, perform Steps 1 through 7 of the Still Images Processing Workflow. Recommended that all steps in the Still Image Processing Workflow be completed prior to this workflow being started.
# Perform the Ortho-rectified Mosaic workflow.
# Using ArcGIS, QGIS, TileMill or similar software packages (not prescribed here), create digital map products from the created ortho.
# Using a digital map tile creation tool, publish the resulting map tiles on the internet.
# Publish notes about maps to CMS, notify of availability of map products.

'''Distribution'''

Digital map tiles, once published online, can be utilized by a variety of digital tools on desktop and mobile platforms.

====Digital Elevation Model====

During post flight processing, vertical still images can be used to create a three-dimensional model of the area observed. This model can be utilized as a Digital Elevation Model or used to create contour lines on a map. This process takes considerable processing time and may require detailed ground surveys to occur simultaneously with original flight(s).

'''Processing Workflow'''

# At a minimum, perform Steps 1 through 7 of the Still Images Processing Workflow. Recommended that all steps in the Still Image Processing Workflow be completed prior to this workflow being started.
# Perform the Ortho-rectified Mosaic workflow.
# In PhotoScan Pro, Generate a Digital Elevation Model (DEM) file.
# Upload the DEM file to the CMS and publish link.
# Publish notes about DEM to CMS, notify of availability of DEM products.

'''Distribution'''

Digital Elevation Model files are relatively small in size, and can be distributed online (as in the workflow above) or via any USB or removable media.

====Live Video (Color or IR)====

Live video, transmitted from the aircraft to the ground while in flight, is a valuable decision making tool. Live Video can be combined with just about any mission type, even if the primary mission is not to shoot video.

This process utilizes YouTube’s Live Streaming capability. This tool provides for live broadcast of a video stream, as well as an immediate archive of the video after the live broadcast ends. Access to the video can be restricted via obfuscation (viewers must have the URL) or access control - users must sign in via username and password.

Live video transmission to the ground station is standard definition (SD, 640x480 pixels) when originating from the 3DR Iris+, FireFLY6, or 3DR Y6. Live video is high definition (720p, 1280x720 pixels) when originating from the DJI Phantom 3 Advanced or DJI Inspire 1

Live video is only possible while the aircraft and payload are within transmission range of the ground station.

Live video requires broadband internet at the Ground Control Station - preferably 4G or LTE service. There will be a delay in the video stream of between 30 and 60 seconds.

'''Processing Workflow'''

# Create map and description of the mission area in Google Maps.
# Publish map and mission description to CMS.
# Prior to flight, test video downlink.
# Connect USB video capture device to laptop used to process/transmit video.
# Connect video receiver on the ground to the USB capture device inputs.
# UAS Crew utilizes receiver/monitor in the Ground Station to monitor the aircraft and provide real-time assessment and planning.
# Launch YouTube Dashboard (https://www.youtube.com/dashboard) in Google Chrome
# Schedule a new “Live Streaming Event”, using the “Quick” (Google+ Hangouts on Air). Set privacy to “Unlisted” or “Private”. Title and description must be completed and should include reference to the mission identifier, date and time.
# Click ‘Go Live Now’. This will launch Google+ Hangouts On Air.
# Select the USB capture device as the input for the Google Hangout video. The video from the UAS should now be displayed on the screen.
# Click ‘Start Broadcast’.
# During the mission, the Hangout Toolbox can be used to display text information over the video, or to replace the video with still images.
# From the YouTube Dashboard, get the URL of the Live YouTube stream.
# Publish link to the CMS, notify of availability of live video imagery.
# At the conclusion of the flight, shut down the live stream.
# Modify the link on the CMS to indicate the link is no longer live, but an archived version of a previously live video.
# Publish notes about video to CMS, notify of availability of archived video imagery.

'''Distribution'''

All distribution of the live video is via the internet.

====Post-Mission Video (Color or IR)====

In situations where internet access is not available, video can be recorded in-flight and processed and distributed after the sortie or mission. This mission is not dependent on the Live Video mission type - it can be run simultaneously or stand alone.

Unlike Live Video, Post-Mission Video is always high-definition, typically 1080p resolution.

'''Processing Workflow'''

# Create directory structure to contain mission video.
# Create map and description of the mission area in Google Maps.
# Publish map and mission description to CMS.
# Download video from the aircraft and clear the aircraft/payload memory card.
# Download the autopilot log for the flight.
# Synchronize the video to the log and create location visualizations using Garmin VIRB Edit or similar software.
# Initial exploitation - edit video to remove unnecessary segments (launch, landing, etc.)
# Downsample video to minimum acceptable resolution
# Upload video to Google Drive
# Publish link to Google Drive video to CMS, notify of availability of processed video.
# Publish notes about video to CMS.

'''Distribution'''

Final processed videos may be very large, depending on resolution and duration. Videos should be uploaded to Google Drive as soon as practical but lack of bandwidth may delay this process. Post-Mission Video can also be distributed via USB drive or other removable media. In many cases, this may be the preferred method.

====Still Images from Video (Color or IR)====

During processing of Post-Mission Video, it may be desirable to capture still images from the video file. This can be accomplished using a variety of techniques, from dedicated software to taking a screenshot of the video while paused.

Once the images are captured, they can be processed as Still Images as described in '''Still Images (with Geographic Representation)''' manual geotagging will be required.

===UAS Capabilities Outline===

These figures should be used for rough planning purposes only.

====3DRobotics IRIS+ Multirotor====

:'''Endurance:''' 11 minutes (with reserve)
:'''Inventory''': 5 aircraft
:'''Missions:''' Still imagery, video imagery (live SD and post-processed), Life safety drop
:'''Minimum Crew:''' 2
:'''Coverage at 400' AGL: '''19 acres (.075 sq. km. / 7.5 hectares)
:'''Coverage at 200' AGL:''' 9.5 acres (.038 sq. km. / 3.85 hectares)

====3DRobotics Y6 Multirotor====

:'''Endurance:''' 11 minutes (with reserve)
:'''Inventory:''' 1 aircraft
:'''Missions:''' Still imagery, video imagery (live SD and post-processed)
:'''Minimum Crew:''' 2
:'''Coverage at 400' AGL:''' 19 acres (.075 sq. km. / 7.5 hectares)
:'''Coverage at 200' AGL:''' 9.5 acres (.038 sq. km. / 3.85 hectares)

====Swift Radioplanes Lynx UAS Fixed-Wing====

:'''Endurance:''' 80 minutes (with reserve)
:'''Inventory:''' 1 aircraft
:'''Missions:''' Still imagery (Nadir)
:'''Minimum Crew:''' 2, 3 Preferred
:'''Coverage at 400' AGL: '''1112 acres (4.5 sq. km. / 450 hectares)
:'''Coverage at 200' AGL:''' 556 acres (2.25 sq. km. / 225 hectares)

====DJI Inspire 1 Multirotor====

:'''Endurance:''' 18 minutes
:'''Inventory:''' 1 aircraft
:'''Missions: '''Still imagery, video imagery (live HD and post-processed)
:'''Minimum Crew: '''2
:'''Coverage at 400' AGL:''' 30 acres (.12 sq. km. / 12 hectares)
:'''Coverage at 200' AGL:''' 15 acres (.06 sq. km. / 5 hectares)

====DJI Phantom 3 Advanced Multirotor====

:'''Endurance:''' 20 minutes
:'''Inventory:''' 1 aircraft
:'''Missions:''' Still imagery, video imagery (post-processed only)
:'''Minimum Crew:''' 2
:'''Coverage at 400' AGL:''' 30 acres (.12 sq. km. / 12 hectares)
:'''Coverage at 200' AGL:''' 15 acres (.06 sq. km. / 5 hectares)

===Risk Matrix===

The current EMHS/CDRP Risk Matrix appears below. It can be accessed at:

https://drive.google.com/folderview?id=0B7eEPWQtRx9UfnBGcktYQmdzb1NXemM3N0tmMHlNNE9BR0ZSVG9rVnowZnBiaGNjbmJvOVk&usp=sharing

===Glossary and Acronyms===

====Acronyms====

:'''AGL''' - Altitude above ground level
:'''AO''' - Aircraft Operator
:'''AOB''' - Air Operations Branch
:'''ATO''' - Air Traffic Organization
:'''COA''' - Certificate of Authorization
:'''CTAF''' - Common Traffic Advisory Frequency
:'''FAA''' - Federal Aviation Administration
:'''GCS''' - Ground Control System
:'''IR''' - Infrared
:'''MSL''' - Altitude above mean sea level
:'''NOTAM''' - Notice to Airmen
:'''NM''' - Nautical mile
:'''PFC''' - Primary Flight Controller
:'''PIC''' - Pilot-in-Command
:'''POH''' - Pilot's Operating Handbook
:'''SO''' - Sensor Operator
:'''SOG''' - Standard Operating Guide
:'''TFR''' - Temporary Flight Restriction
:'''UAS''' - Unmanned Aircraft Systems
:'''UAV''' - Unmanned Aerial Vehicle
:'''VO''' - Visual Observer

====Glossary====

:'''Air Operations Branch''' - Branch of the Incident Command System responsible for the coordination and direction of all airborne assets and activities.

:'''Air Traffic Organization''' - Administrative division of the FAA responsible for the safe control of all air traffic in the United States.

:'''Aircraft logbook''' - Logbook for each aircraft detailing flight time, maintenance and repairs.

:'''Aircraft Operator''' - Crewmember responsible for operation of the autopilot and autonomous flight systems.

:'''Certificate of Authorization''' - Authorization from the FAA to operate a UAS for research or public use.

:'''Certificated Pilot''' - A pilot in possession of a valid and current pilot's certificate issued by the FAA or other international aviation authority.

:'''Commercial Pilot Certificate '''- A pilot's certificate valid for commercial operations (for hire).

:'''Crew '''- Personnel required for the safe and effective operation of the UAS.

:'''Failsafe mode '''- Automated mode which is triggered when the UAS loses connection/signal from the GCS and/or PFC. Typically the failsafe mode is 'return to launch'.

:'''Flight''' - One launch to landing cycle of the aircraft and crew.

:'''Ground Control Station''' - Computer, tablet and/or other communications equipment on the ground designed to interface with and control the aircraft and autopilot.

:'''Guided Mode '''- Autopilot controlled flight mode in which the Aircraft Operator clicks on a map interface to direct the aircraft to fly to that location.

:'''Medical Certificate '''- An FAA issued certificate indicating the holder has passed a flight physical and background check. Medical Certificates are issued in three classes, First, Second and Third, and are good for a limited period of time.

:'''Mission '''- One assigned objective for the UAS and crew to accomplish. A single mission may require multiple sorties or flights.

:'''N-Number''' - FAA aircraft registration number. In the United States, all aircraft registration numbers begin with the letter 'N'.

:'''Non-towered Airport '''- An airport without an operating/staffed control tower.

:'''Notice to Airmen''' - A standard method of informing the aviation/pilot community of a special or temporary condition that may impact the safety of flight.

:'''Pilot-in-Command '''- The individual who has final authority and responsibility for the aircraft and crew.

:'''Pilot's Operating Handbook''' - The manual that outlines all aspects of the safe and effective operation of a specific aircraft or UAS.

:'''Private Pilot Certificate''' - A pilot's certificate valid for personal or non-commercial/non-compensated use.

:'''Registration number''' - See N-number

:'''Safety Pilot''' - Pilot or operator of the UAS who utilizes the Primary Flight Control to maneuver (or 'fly') the aircraft. The safety pilot is typically also the Pilot-in-Command.

:'''Sensor Operator''' - Crew member responsible for the configuration and operation of the sensor payload as well as equipment that supports that payload.

:'''Sortie''' - A single flight of the UAS or aircraft.

:'''Temporary Flight Restriction''' - A temporary restriction placed by the FAA on a specific piece of airspace for a specific time. Enforced to ensure the safety of aircraft as well as people on the ground. TFR's are common over a disaster impact area to prevent normal traffic from interfering with search and rescue aircraft, etc.

:'''Towered Airport''' - An airport with an operating and manned air traffic control tower.

:'''Unmanned Aerial Vehicle''' - Acceptable term for an unmanned aircraft. Refers to the aircraft itself.

:'''Unmanned Aircraft System '''- The FAA adopted term for an unmanned aircraft as well as the systems, equipment, and crew that support that aircraft. This is the preferred terminology.

:'''Visual Observer''' - Crew member responsible for ensuring the UAS does not interfere with other aircraft or obstacles.

:'''Waypoint''' - A set of coordinates and altitude entered in the GCS to which the aircraft will automatically fly. Upon reaching the waypoint, the aircraft will typically move to the next sequential waypoint.

UAS in EM Standard Operating Guide

2019-02-25T22:28:32Z

Dmerrick: /* Crewmembers Defined */

'''SOG Version 1.6 | 25 FEB 19'''
==Introduction==
'''SOG Section 1 - Introduction'''
===Overview===
The Center for Disaster Risk Policy (CDRP) at Florida State University established the Unmanned Aircraft System research project to assess and improve the usability of small unmanned aircraft systems in the context of state, local, and federal disaster management. This project examines UAS hardware, software, policies and procedures, data collection methodologies, and crew training and education to develop best practices for UAS applications in emergency management. Governments and organizations at all levels are expressing interest in how UAS can be applied to emergency management processes, including mitigation, preparedness, response and recovery.

The Center for Disaster Risk Policy (CDRP) is the applied and field research arm of the Emergency Management and Homeland Security Program (EMHS) at FSU, and CDRP faculty and staff have decades of operational emergency management, communications, and information technology experience. CDRP Faculty and Staff, in conjunction with EMHS students have deployed UAS for a variety of emergency and disaster related projects, including risk reduction projects in Haiti and Belize, as well as hurricane response efforts in Florida and Texas. The CDRP UAS Team has worked with Florida Urban Search and Rescue (US&R) Task Forces in both exercises and real-world deployments.

===Purpose of this Document===
This Standard Operating Guide includes all non-aircraft specific information and operational guidelines for CDRP personnel operating a UAS.

Further, this document may be used as a template for any entity conducting UAS operations in support of emergency or disaster response agencies. This document is open source and available to anyone who may need it.

===Authors===
David Merrick, Jarrett Broder, Rob McDaniel, Jessica Weins, Tanya Shannon, Laura Hart, and Abra Kinch

===Published Location===
This guide and all supporting documents is published at http://uas.cdrp.net

[[File:transparent.gif|150px|link=]]
==Administration==
'''SOG Section 2 - Administration'''
===Administrative Control===
This unmanned aircraft system research project is under the administrative control of the Center for Disaster Risk Policy at Florida State University. All research and operations must comply with CDRP polices and procedures, University policies and procedures, as well as state, local and federal laws and regulations.

The CDRP UAS research project director is David Merrick - dmerrick at em fsu edu.

===Authority to Task===
Only the Director of the Center for Disaster Risk Policy at Florida State University or their delegates have the authority to task or assign any UAS resources (including but not limited to aircraft, personnel, or equipment) to any project, mission, or other assignment.

===Maintenance of this Document===
The CDRP UAS Standard Operating Guide is maintained and updated by the faculty/staff of CDRP and approved for publication by the Director of CDRP.

===Coordination with the Federal Aviation Administration===
For purposes of correspondence with the FAA, to include (but not limited to) aircraft registration, Certificate of Authorization (COA) applications, incident reporting, operational reporting, etc., this research program should be identified as:

:Center for Disaster Risk Policy
:Florida State University
:113 Collegiate Loop
:Bellamy 638
:Tallahassee, FL 32306-2250
:850.644.9961
:uas@em.fsu.edu

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==Unmanned Aircraft Systems Limitations and Requirements==
'''SOG Section 3 - UAS Limitations and Requirements'''
===Limitations and Requirements Overview===
All UAS operated by CDRP faculty, staff or students will meet the following requirements and limitations, without exceptions.

These limitations and requirements are in effect to ensure safe operation of the UAS and ensure the safety of the crew, onlookers and other personnel not directly involved in the operation.

These requirements are derived from 14 CFR Part 107, FAA Certificate of Authorization requirements, University guidelines, and Section 333 of the FAA Modernization and Reform Act of 2012.

===Weight===
The UAS will weigh less than 55lbs. at takeoff. This is gross weight (or 'all up' weight) including fuel sources (battery) and mission payload.

===Performance and Altitude===
The UAS will not exceed 86 knots of ground speed during flight. This equates to 100mph or 44m/s.

The UAS will not exceed 400' AGL unless specifically authorized by the FAA or if operated within the parameters of 14 CFR Part 107.

===Preflight Inspection===
Prior to any UAS flight, the Remote Pilot in Command (RPIC) will conduct a thorough inspection of all components of the UAS, including the air vehicle, ground control station, and communication devices. Systems not found to be in condition for safe flight or operation will not be utilized. Determination of 'safe flight or operation' rests with the RPIC.

Any discrepancies found during pre-flight inspections should be logged in the aircraft logbook.

===Minimum Crew===
All UAS operations will be conducted by a Remote Pilot in Command (RPIC) and at least one (1) Visual Observer (VO) or one (1) Aircraft Operator (AO), for a minimum crew of two (2). The RPIC has the final authority and responsibility for the safe operation of the UAS and the safety and well-being of UAS crewmembers. While not required a third crewmember (in either the VO or AO crew position) is recommended for safe operations.

===Failsafe/Lost Link Mode===
All UAS must be equipped with a failsafe/lost link mode in case of primary control link failure. This failsafe or lost link mode should return the aircraft to the launch point without requiring human intervention. Specific mission profiles may require a different failsafe mode to ensure the safety of persons on the ground.

===Flight Termination Option===
Each UAS should be equipped with an in-flight termination option. This would immediately kill power to the aircraft, resulting in an immediate and uncontrolled decent into terrain. Flight termination modes are not a replacement for lost link or failsafe modes. Flight termination should only be carried out when it is the only option to prevent injuries to bystanders or other persons not involved in the operation. Crew members should be briefed on how to initiate flight termination, as well as the effects of flight termination, before every sortie.

===Emergency Procedures Defined===
All UAS must have documented emergency procedures covering (at a minimum): engine or power failure; fire; loss of control link; loss of GPS; loss of telemetry data link; loss of video downlink. Emergency Procedures will be detailed in the Pilot's Operating Handbook as required in this SOG.

===Flight Controls===
All UAS must have a Primary Flight Controller (PFC) allowing the pilot manual (or a close approximation of manual) control over the aircraft. All UAS must have an autopilot capable of autonomous and user-directed flight.

The PFC must be in the immediate control of the Remote Pilot in Command at all times. "Immediate control" allows for persons other than the RPIC to manipulate the controls, however, the RPIC must remain in a position to retake controls in the event of an unsafe condition or emergency.

===Required Flight Modes/Autopilot Modes===
Each aircraft and autopilot combination provides different flight control modes. While the aircraft or autopilot may provide additional modes, the following are required:

* Manual/Stabilized/Atti Mode - Allows the pilot or pilot-in-command to manually control the aircraft. This mode may provide stabilization if required (as on a multi-rotor).
* Loiter/GPS Mode - Allows the aircraft to hold lateral position and altitude with minimal pilot input. Fixed-wing aircraft may circle a specific point.
* Return to Launch (RTL) or Return to Home (RTH) - Directs the aircraft to begin an automated least-time/least-distance return to the launch point. Useful as a failsafe mode, but not encouraged in normal operations. Obstacle avoidance it permitted in this mode.

===Battery Reserve===
Battery voltage is the 'fuel' for electric UAS. With this in mind, all UAS flights will end while the aircraft maintains a 20% battery reserve. Battery voltage and capacity should be measured using voltage of the battery per the aircraft POH.

===Aircraft Markings===
All UAS must be registered with the FAA. All aircraft must display the corresponding registration number (N-number or FA-number) in a permanent fashion so that it is visible while the UAS is on the ground.

UAS must show an external identifier of "Florida State University".

===Aircraft Documentation===
Each UAS will have a Pilot's Operating Handbook (POH) specific for the model. The POH will be located with the Ground Control Station and will be familiar to each crewmember.

The POH will include all documentation required by this SOG and will be available for inspection during all UAS operations.

[[File:transparent.gif|150px|link=]]

==Crewmembers==
'''SOG Section 4 - Crewmembers'''
===Crewmembers Defined===
UAS crewmembers constitute any personnel responsible for the safe operation of the unmanned aircraft, support systems, payload, or coordination systems. Crewmembers are classified into one of the following positions: Remote Pilot-in-Command, Aircraft Operator, Sensor Operator, Visual Observer.

'''The required positions for all UAS flights are Remote Pilot-in-Command and either a) Visual Observer, or b) Aircraft Operator.''' Other positions may be added to a flight if mission requirements and workload dictate.

===Remote Pilot-in-Command===
The Remote Pilot-in-Command (RPIC) flies the aircraft and is the final authority on all aspects of the UAS operation. The RPIC is responsible for all aspects of the UAS operation and supervises the Visual Observer, Aircraft Operator, and/or Sensor Operator.remote

====Remote Pilot-in-Command Required Standards====
*The RPIC must possess a current Part 107 Remote Pilot Certificate, or meet the minimum pilot standards as stated in the FAA-issued Certificate of Authorization (COA) being utilized to conduct flight operations.
*The RPIC must have met the knowledge and practical standards in the document [[UAS in EM Operator/Remote Pilot Standards]]

====Remote Pilot-in-Command Currency Requirements====
*Prior to current UAS operations, the RPIC will have logged a minimum of 2 hours as a UAS pilot and 3 take offs and 3 landings in the preceding 90 days. This is total time, not in a specific aircraft.

===Aircraft Operator===

The Aircraft Operator (AO) operates the UAS autopilot and autonomous systems. The aircraft Using these systems, the AO may control the aircraft using waypoint navigation or guided mode. The AO assists with the launch and recovery of the aircraft and coordinates with the Sensor Operator if assigned.

===Visual Observer===

The Visual Observer (VO) acts as a second set of eyes for the Pilot-in-Command and ensures safe operation of the UAS. This includes ensuring separation of UAS operations from manned aviation activity, enforcing minimum safe distances of bystanders and observers, and safe interaction of the crew. The VO assists with launch and recovery of the aircraft.

===Sensor Operator===

The Sensor Operator (SO) operates the UAS payload and/or sensors, including EO/IR cameras, digital still cameras, atmospheric sensors, or any other payload. The SO assists with the launch and recovery of the aircraft and coordinates with the Aircraft Operator if assigned.

===Training and Proficiency===

CDRP UAS crew will maintain proficiency through periodic training and proficiency flights.

Pilot-in-Command, Aircraft Operator, and Visual Observer must demonstrate proficiency in knowledge and practical standards every 90 days.

===Crew Flight Logs===

All crew are required to maintain accurate logs of all time associated with UAS flights. This includes, but is not limited to; time as Pilot-in-Command, time as Aircraft Operator, time as Visual Observer, time as Sensor Operator, and time as an instructor.

Flight logs should be consolidated once per calendar month, stored electronically in a centralized location, and reviewed periodically for accuracy and completeness.

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==Flight Environment==
'''SOG Section 5 - Flight Environment'''
===Airspace===
UAS Flights will primarily occur in Class G airspace. No operations will be conducted in Class A or Class B airspace. Operations in Class C and Class D airspace will only occur with prior approval of the FAA.

Operations within five (5) nautical miles of a non-towered airport will require approval from the airport authority prior to operations commencing.

''See Appendix A - Post Disaster Airspace Management and Coordination for more information regarding UAS operations during or after an emergency or disaster.''

===Line of Sight===
All UAS will be flown within the visual line of sight of the Pilot in Command and Visual Observer. Visual line of sight must be unaided through optical or electronic means (outside of standard prescription contact lenses or glasses).

===Altitude===
All UAS flights will be conducted at or below 400' AGL.

===Weather and Time of Day===
All UAS flights will operate at least 500 feet below or 2,000 feet horizontally from clouds. All UAS flights will be conducted when visibility is at least 3 statute miles from the Pilot in Command and Visual Observer.

All UAS flights will occur during daylight hours.

===Flight Risk Assessment===
Crew will conduct a thorough risk assessment prior to each UAS sortie. Factors considered will include weather, location, mission parameters, crew capacity and operational tempo.

The CDRP Risk Matrix tool is located in Appendix E - Risk Matrix.

===Preflight Briefing===
Prior to all UAS flights, sorties, or missions, a thorough preflight brief will be conducted for all crewmembers, observers and other participants. This briefing will include, at a minimum:

* Crewmember assignments
* Aircraft and payload summary
* Mission or purpose of flight
* Description of the mission or flight area
* Duration
* Weather
* Identification of coordinating/controlling agencies, entities, etc.
* Communications plan, including crew and outside communications
* Hazards to the aircraft and crew
* Description of primary launch and recovery area (LRA) and any alternate LRA's

===Launch and Recovery Areas===
Launch and Recovery Areas (LRAs) will be selected based on the requirements of the aircraft and the mission. LRAs must be located on property the UAS crew has a legal right/permission to access, and must provide a safe area to operate for the crew, observers, and aircraft.

LRA's must be clear of overhead power lines, telecommunication lines, and other obstacles.

===Operations Over People and Property===
The UAS will not be operated directly over any person at an altitude that is hazardous to the persons below in the event of a failure of the UAS or associated systems.

===Yield to Manned Aviation===
All UAS operations must remain clear of and immediately yield to manned aircraft operations. This includes ultra-light aircraft, parachutists, balloonists, parasailing activity, hang gliders, etc.

===Battery/Fuel Reserve===
All UAS will land with a 25% reserve battery power. This reserve may be used at the discretion of the pilot-in-command only to ensure safety of flight as well as people/material on the ground.

===Privacy===
UAS will not capture or retain imagery of private property or persons where doing so would violate a reasonable expectation of privacy.

For operations in the State of Florida, all flights will be conducted in compliance with State statute 934.50 "Searches and seizure using a drone."

===Stationary Ground Control Station===
UAS operations will only be conducted from stationary locations. The PIC or ground control station will not be located in a moving vehicle.

===Sterile Cockpit===
During critical flight operations, such as launch and recovery, the UAS crew will ensure that a 'sterile cockpit' is enforced around the ground control station. Sterile cockpit means that no extraneous conversation or non-essential activities will occur.

[[File:transparent.gif|150px|link=]]
==Maintenance==
'''SOG Section 6 - Maintenance'''
===Airframe Log===

All maintenance performed on UAS will be logged in the UAS airframe logbook. Each entry will include, at a minimum: the person performing the maintenance action, date, description of the maintenance action, and list of parts replaced.

Changes to the firmware, software, or operating system of the aircraft or autopilot must be logged.

===Periodic Inspection===

All UAS airframes will be inspected for damage every calendar quarter. These inspections will be logged in the UAS airframe logbook. This inspection must include: full power test, control surface check, transmitter/receiver range check, and autopilot functionality check.

===Payload Changes===

All payload changes will be logged in the UAS airframe logbook. This will included routine swaps of previously flown payloads.

===Bench and Acceptance Testing===

Any activity that changes the operational and/or flight characteristics will require that the UAS undergo bench and flight acceptance testing prior to further use.

Bench testing may be accomplished without propellers or rotors to ensure expected operation of autopilots, control surfaces, servos, etc. Bench testing should be performed before flight acceptance testing.

Flight acceptance testing must be performed prior to operational or research use. Flight testing should be conducted in a remote and secure location, with a limited crew exposure to the untested aircraft.

Changes to any of these systems requires bench and flight testing:

* Structural components of the airframe
* Motors
* Electronic speed controllers
* Power distribution systems
* Radio control transmitter or receiver
* Autopilot or flight controller
* Propellers (reconfigure only)

[[File:transparent.gif|150px|link=]]
==Permissions and Certifications to Fly==
'''SOG Section 7 - Permissions and Certifications to Fly'''
===Certificate of Authorization===

CDRP will obtain an Air Traffic Organization (ATO) issued Certificate of Authorization (COA) prior to conducting UAS operations for any purpose. This COA may be obtained for a Public Aircraft of flight operations that are a public good, or under a valid Section 333 exemption for commercial activities.

===Emergency Certificate of Authorization===

When operating in support of an emergency response or recovery effort, an Emergency Certificate of Authorization (E-COA) may be obtained from the FAA. The E-COA will authorize existing airframes and/or systems defined in an existing COA to operate in new airspace under specified guidelines.

The E-COA process requires the authorization of a response or recovery agency.

===Notice to Airmen===

If required by the COA, CDRP will request a Notice to Airmen (NOTAM) 48 to 72 hours in advance of UAS operations.

===Plan of Activities===

CDRP will provide a written Plan of Activities to the local ATO office with jurisdiction over the area encompassing the UAS operations. This written plan will be submitted as early as feasible prior to the commencement of UAS operations. CDRP will also make public the Plan of Activities on the website http://cdrp.net.

The Plan of Activities will include (at a minimum):

* Dates and times of UAS operations
* Contact name and phone number for the UAS pilot-in-command
* Make, model and N-number of the UAS to be flown
* Name and FAA certificate number of the UAS PIC
* Statement that the CDRP has obtained permission from the property owners and/or local officials to conduct the flight.
* Signature of exemption holder or representative
* A description of the flight activity, including maps and diagrams of the activity.

[[File:transparent.gif|150px|link=]]

==Appendices==
'''SOG Section 8 - Appendicies'''

*'''[[Appendix A - Post Disaster Airspace]]'''
*'''[[Appendix B - UAS Missions and Applications]]'''
*'''[[Appendix C - UAS Capabilities Outline]]'''
*'''[[Appendix D - Risk Matrix]]'''
*'''[[Appendix E - Acronyms and Glossary]]'''

[[File:transparent.gif|150px|link=]]

===Post-Disaster Airspace===
Flight operations, manned and unmanned, in post-disaster airspace are complicated and potentially dangerous. As such, close coordination between FAA ATO, the SERT Air Operations Branch and the UAS operator are critical. When operating in these environments, UAS crews should maintain a sterile cockpit at all times.

====UAS Coordination====
UAS flights supporting disaster response and/or recovery will occur only after coordination with and approval by the responsible Air Operations Branch at the city, county or state level. During all post-disaster UAS operations, CDRP will designate a UAS Coordinator as the direct contact to the Air Operations Branch. The UAS Coordinator will be co-located with the Air Operations Branch whenever practical.
====Airspace Deconfliction====
UAS operations need to be in compliance with the FAA Airspace Management Plan for Disasters (AMP). This is accomplished within the Air Operations Branch.

The standard FAA AMP calls for rotary wing search and rescue (SAR) and rotary wing sling load operations to occur between the surface and 500' AGL. This is in direct conflict with the typical airspace for small UAS operations. Therefore, it is recommended that UAS operations be segregated from active rotary wing SAR and sling load operations.

Pilots of manned aircraft are not likely to see a UAS at low altitude. Therefore it is the responsibility of the UAS crew to see and avoid manned aircraft at all times. UAS are required to always yield to manned aircraft.

UAS segregation should occur using three factors: geographic, altitude, and date/time. UAS flights should be authorized only in specific airspace, from the surface to a specific altitude (typically 400' AGL or less) and in specific date and time blocks. All altitude coordination with the AOB or ATC must be done in feet (English).

====Air Operations Branch Communication====
UAS crew must notify the AOB via telephone prior to launch of a UAS and again upon recovery. If the duration of the UAS sortie is to exceed 20 minutes, the UAS crew must notify the AOB every 20 minutes of the aircraft status, location, airspeed and altitude.

====Local Traffic Radio Communication====
The UAS crew must advise local air traffic via the established CTAF (Common Traffic Advisory Frequency) every 20 minutes of UAS position, airspeed and altitude. In case of operations near towered airports, these CTAF reports will be made to the local ATC controlling the airspace. In operations away from towered airports, CTAF calls will be made "in the blind" in the same manner as manned aircraft notify local traffic of activities in and around the traffic pattern of uncontrolled airports.
A.5 - Airspace Exceptions

In a post-disaster environment, particularly when a Temporary Flight Restriction (TFR) has been issued by the FAA, UAS Flights may occur in any type of airspace authorized by the FAA and the Air Operations Branch.

===UAS Mission Profiles===
UAS operations can support several missions typically managed by the Florida SERT Air Operations Branch (AOB), including '''Incident Awareness and Assessment (IAA), Aerial imagery''' and '''Airborne search and rescue'''. These activities support the AOB defined mission priorities of reconnaissance, property protection, environmental protection, and lifesaving.

To accomplish these activities, UAS operations can be broken down into several UAS mission types applicable to emergency management. Each of these UAS mission types has payload requirements as well as specific products - the output of the mission. By understanding the products of each of these mission type, managers can apply an appropriate mission to an activity and/or priority.

Some aircraft and payload combinations allow for the payload to be configured in flight to accomplish different mission types. Others require the payload to be configured on the ground, prior to launch, and is not changeable in flight.

A specific mission profile is capable of generating specific products and outputs. Further, each mission profile has set requirements in the context of airframe, payload, supplemental equipment, and crew.

====Still Imaging====
Still image collection can capture either vertical or oblique imagery.

Vertical still images (also called nadir images) are taken with the camera oriented so that it is pointed straight down (vertically) at the ground. Each image captured is what appears directly below the aircraft. No horizon is visible. Vertical still images look like small parts of a map, and provide roughly consistent scale across the entire image. The vertical perspective also makes the measurement of direction and distance possible on the raw photo.

Oblique still images are taken with the camera oriented horizontally or at an angle other than vertical. High angle oblique images have the apparent horizon visible in the image, while low angle oblique images do not. Oblique images have some significant advantages over vertical images. At similar altitudes, oblique images show more area than a vertical image, though perspective creates significant distortions in scale and distance. Oblique images also can show features that are not visible in vertical images, such as walls of buildings.

The camera may be configured to capture images on a timed cycle using an intervalometer or it may be connected to the aircraft autopilot to capture images spaced by a set distance, such as every 50 meters. Further, some payloads and/or cameras may allow the operator to trigger the camera manually.

To be effective in this mission, all images must be tagged with the geographic coordinates of the camera when the image was taken. To accomplish this, the camera should either have an integrated global positioning system (GPS) or the images may be geocoded using autopilot logs during post-flight processing.

Note that oblique still images cannot be used to create ortho-rectified mosaics or maps.

'''Requirements'''
* Still imaging payload or camera, including any required stabilization mounts (anti-vibration, gimbal, etc.) and recording media (SD Card, etc.)
* Transmitter for imaging feed to ground control station
* Receiver and monitor for imaging feed
* GPS logging of aircraft position during flight

'''Products or Outputs'''
* Still images
* Still images with geographic representation
* Ortho-rectified mosaic
* Digital maps
* Printed maps
* Digital elevation models

====Video Imaging====

Video image collection can capture either vertical or oblique imagery. Classification of video as vertical or oblique follows the same guidelines as described in '''Still Imaging.'''

For the highest quality video imagery the camera should be stabilized using a brushless gimbal that negates or reduces the apparent movement of the aircraft.

Embedding location coordinates in video imagery is not possible in the same way it is accomplished in still imagery. Geographic information (location information) from the aircraft's autopilot flight logs may be synced to the video file in post-processing to illustrate the location of the video.

Video imaging may include live video transmitted to the ground in addition to video recorded and stored on the aircraft.

'''Requirements'''
* Video imaging payload or camera, including any required stabilization mounts (anti-vibration, gimbal, etc.) and recording media (SD Card, etc.)
* Transmitter for imaging feed to ground control station
* Receiver and monitor for imaging feed in ground control station
* GPS logging of aircraft position during flight

'''Products or Outputs'''
* Live video
* Post-mission video
* Still images from video
* Pushbroom images from video

====Infrared Imaging====

Infrared image collection can capture either vertical or oblique video imagery in the near infrared spectrum. Classification of infrared imagery as vertical or oblique follows the same guidelines as described in '''Still Imaging.'''

For the highest quality infrared imagery the camera should be stabilized using a brushless gimbal that negates or reduces the apparent movement of the aircraft.

Embedding location coordinates in infrared video imagery is not possible in the same way it is accomplished in still imagery. Geographic information (location information) from the aircraft's autopilot flight logs may be synced to the infrared video file in post-processing to illustrate the location of the infrared video.

Infrared video imaging may include live video transmitted to the ground in addition to high-definition video recorded and stored on the aircraft.

'''Requirements'''
* IR imaging payload or camera, including any required stabilization mounts (anti-vibration, gimbal, etc.) and recording media (SD Card, etc.)
* Transmitter for imaging feed to ground control station
* Receiver and monitor for imaging feed
* GPS logging of aircraft position during flight

'''Products or Outputs'''
* Live infrared video
* Post-mission infrared video
* Still images from infrared video
* Pushbroom images from infrared video

====Low Level Corridor Imaging====

Low level corridor imaging is a specialized video imaging mission profile intended for flood assessment in streets with limited overhead clearance due to trees and power lines.

'''Requirements'''
* Video imaging payload or camera, including any required stabilization mounts (anti-vibration, gimbal, etc.) and recording media (SD Card, etc.)
* Video camera suitable for navigation and obstacle clearance (First Person View camera)
* Transmitter for imaging feed to ground control station
* Receiver and monitor for imaging feed in ground control station
* GPS logging of aircraft position during flight
Products of Video Imaging Mission Profile
* Live video
* Post-mission video
* Still images from video

====Life Safety Equipment Deployment====

[ in development ]

===UAS Data Processing===
Once the UAS sortie is complete, the data collected must be processed into a usable product. That product must then be distributed (made available in some way) to the end user. This Annex serves as a base document to discuss the post-mission processing and distribution required for a variety of UAS mission types.

To support the distribution of products, the following items/services are required:

* High-speed (broadband) internet access such as 4G or WiFi
* An internet Content Management System (CMS) such as WordPress, Mura, or Google Sites. (Google Docs may be used in this role).
* A Google account capable of supporting Google Hangouts, YouTube streaming, Google Photos, Google My Maps, and Picasa Web Albums
* The following software packages installed and configured on the computer to process photos and videos:
** Google Picasa (https://picasa.google.com/)
** Google Chrome (http://www.google.com/chrome/) (Highly recommended)
** Google Earth Pro (https://www.google.com/earth/download/gep/agree.html)
** Skitch by Evernote (https://evernote.com/skitch/)
** GPicSync (https://github.com/metadirective/gpicsync)
** Garmin VIRB Edit (http://www.garmin.com/en-US/shop/downloads/virb-edit)
** Agisoft Photoscan Pro

====Still Images (with Geographic Representation)====

Still images are the simplest of all UAS products. They can be processed to remove distortion or simply distributed ‘raw’ as they are downloaded from the aircraft.

All camera payloads are capable of capturing still imagery either on command from the pilot or via an intervalometer script or device.

'''Processing Workflow'''

# Create directory structure to contain mission images
# Create map and description of the mission area in Google Maps.
# Publish map and mission description to CMS.
# Download still images from the aircraft and clear the aircraft memory card.
# Geolocate images
# If the camera payload contains GPS functionality (such as a Garmin VIRB) then images are geolocated automatically. No further action is required. Skip to step 9.
# Images captured with a non-GPS camera (such as a Canon SX260 or GoPro Hero 4) must have the coordinates of the location the image was captured at written into the file. This can be accomplished by synchronizing the autopilot flight log and the captured images using software such as GPicSync.
# Verify image location data.
# Location information in the images should be reviewed for accuracy.
# Save mission photo set into the appropriate directory structure
# Import mission photo set into Picasa as a Album
# Initial exploitation - delete unnecessary photos, etc.
# Post-process images for color correction or to correct lens distortion (optional)
# Watermark images (optional)
# Upload to Picasa Web Albums, confirm sharing settings (set to Limited).
# Publish link to Picasa Web Album to CMS, notify of availability of initial imagery.
# From Picasa Web Album page, save the album’s KML file.
# Publish KML to CMS, notify of availability.
# Secondary exploitation - Mark and identify features, issues, etc. using Skitch.
# Add annotated photos from Skitch to Picasa album.
# Upload annotated photos to Picasa Web Albums.
# Publish notes about annotations to CMS, notify of availability of exploited imagery.

'''Distribution'''

End user access to the still images is available via the Content Management System and Picasa Web Albums. The images can also be distributed via USB drive, CD-ROM, or other removable media.

====Ortho-rectified Mosaic====

During post flight processing, the geo-tagged still images can be stitched together using software to create an ortho-rectified mosaic image of the entire area covered by the flight, creating a pseudo-map. This process can be time consuming and creates large datasets, which may be difficult to distribute via the internet. Ortho-rectified mosaics are too large to be distributed via most email systems.

Ortho-rectified mosaics (referred to as ‘orthos’ from here on) are useful for analyzing large areas and are easier to understand than a collection of still images (such as the Still Images product).

'''Processing Workflow'''

# At a minimum, perform Steps 1 through 7 of the Still Images Processing Workflow. Recommended that all steps in the Still Image Processing Workflow be completed prior to this workflow being started.
# Load photos into Agisoft Photoscan Pro and process to obtain a JPG or PNG format Orthophoto. This process will take considerable time!
# Publish notes about orthos to CMS, notify of availability of orthos.

'''Distribution'''

End user access to the processed orthophoto will be via USB drive or other removable media. In some situations, it may be possible to provide online access to the orthophoto via FTP or other web services, but this will require excellent IT infrastructure to accomplish.

====Digital Maps====

Digital maps may look and feel like an ortho-rectified mosaic, but they contain editorialized information. Utilizing the ortho-rectified mosaic image, geographical information system (GIS) software can create full featured maps for distribution via print or electronic means (internet delivery). This process is manual and may take considerable time (days) during post-processing.

'''Processing Workflow'''

# At a minimum, perform Steps 1 through 7 of the Still Images Processing Workflow. Recommended that all steps in the Still Image Processing Workflow be completed prior to this workflow being started.
# Perform the Ortho-rectified Mosaic workflow.
# Using ArcGIS, QGIS, TileMill or similar software packages (not prescribed here), create digital map products from the created ortho.
# Using a digital map tile creation tool, publish the resulting map tiles on the internet.
# Publish notes about maps to CMS, notify of availability of map products.

'''Distribution'''

Digital map tiles, once published online, can be utilized by a variety of digital tools on desktop and mobile platforms.

====Digital Elevation Model====

During post flight processing, vertical still images can be used to create a three-dimensional model of the area observed. This model can be utilized as a Digital Elevation Model or used to create contour lines on a map. This process takes considerable processing time and may require detailed ground surveys to occur simultaneously with original flight(s).

'''Processing Workflow'''

# At a minimum, perform Steps 1 through 7 of the Still Images Processing Workflow. Recommended that all steps in the Still Image Processing Workflow be completed prior to this workflow being started.
# Perform the Ortho-rectified Mosaic workflow.
# In PhotoScan Pro, Generate a Digital Elevation Model (DEM) file.
# Upload the DEM file to the CMS and publish link.
# Publish notes about DEM to CMS, notify of availability of DEM products.

'''Distribution'''

Digital Elevation Model files are relatively small in size, and can be distributed online (as in the workflow above) or via any USB or removable media.

====Live Video (Color or IR)====

Live video, transmitted from the aircraft to the ground while in flight, is a valuable decision making tool. Live Video can be combined with just about any mission type, even if the primary mission is not to shoot video.

This process utilizes YouTube’s Live Streaming capability. This tool provides for live broadcast of a video stream, as well as an immediate archive of the video after the live broadcast ends. Access to the video can be restricted via obfuscation (viewers must have the URL) or access control - users must sign in via username and password.

Live video transmission to the ground station is standard definition (SD, 640x480 pixels) when originating from the 3DR Iris+, FireFLY6, or 3DR Y6. Live video is high definition (720p, 1280x720 pixels) when originating from the DJI Phantom 3 Advanced or DJI Inspire 1

Live video is only possible while the aircraft and payload are within transmission range of the ground station.

Live video requires broadband internet at the Ground Control Station - preferably 4G or LTE service. There will be a delay in the video stream of between 30 and 60 seconds.

'''Processing Workflow'''

# Create map and description of the mission area in Google Maps.
# Publish map and mission description to CMS.
# Prior to flight, test video downlink.
# Connect USB video capture device to laptop used to process/transmit video.
# Connect video receiver on the ground to the USB capture device inputs.
# UAS Crew utilizes receiver/monitor in the Ground Station to monitor the aircraft and provide real-time assessment and planning.
# Launch YouTube Dashboard (https://www.youtube.com/dashboard) in Google Chrome
# Schedule a new “Live Streaming Event”, using the “Quick” (Google+ Hangouts on Air). Set privacy to “Unlisted” or “Private”. Title and description must be completed and should include reference to the mission identifier, date and time.
# Click ‘Go Live Now’. This will launch Google+ Hangouts On Air.
# Select the USB capture device as the input for the Google Hangout video. The video from the UAS should now be displayed on the screen.
# Click ‘Start Broadcast’.
# During the mission, the Hangout Toolbox can be used to display text information over the video, or to replace the video with still images.
# From the YouTube Dashboard, get the URL of the Live YouTube stream.
# Publish link to the CMS, notify of availability of live video imagery.
# At the conclusion of the flight, shut down the live stream.
# Modify the link on the CMS to indicate the link is no longer live, but an archived version of a previously live video.
# Publish notes about video to CMS, notify of availability of archived video imagery.

'''Distribution'''

All distribution of the live video is via the internet.

====Post-Mission Video (Color or IR)====

In situations where internet access is not available, video can be recorded in-flight and processed and distributed after the sortie or mission. This mission is not dependent on the Live Video mission type - it can be run simultaneously or stand alone.

Unlike Live Video, Post-Mission Video is always high-definition, typically 1080p resolution.

'''Processing Workflow'''

# Create directory structure to contain mission video.
# Create map and description of the mission area in Google Maps.
# Publish map and mission description to CMS.
# Download video from the aircraft and clear the aircraft/payload memory card.
# Download the autopilot log for the flight.
# Synchronize the video to the log and create location visualizations using Garmin VIRB Edit or similar software.
# Initial exploitation - edit video to remove unnecessary segments (launch, landing, etc.)
# Downsample video to minimum acceptable resolution
# Upload video to Google Drive
# Publish link to Google Drive video to CMS, notify of availability of processed video.
# Publish notes about video to CMS.

'''Distribution'''

Final processed videos may be very large, depending on resolution and duration. Videos should be uploaded to Google Drive as soon as practical but lack of bandwidth may delay this process. Post-Mission Video can also be distributed via USB drive or other removable media. In many cases, this may be the preferred method.

====Still Images from Video (Color or IR)====

During processing of Post-Mission Video, it may be desirable to capture still images from the video file. This can be accomplished using a variety of techniques, from dedicated software to taking a screenshot of the video while paused.

Once the images are captured, they can be processed as Still Images as described in '''Still Images (with Geographic Representation)''' manual geotagging will be required.

===UAS Capabilities Outline===

These figures should be used for rough planning purposes only.

====3DRobotics IRIS+ Multirotor====

:'''Endurance:''' 11 minutes (with reserve)
:'''Inventory''': 5 aircraft
:'''Missions:''' Still imagery, video imagery (live SD and post-processed), Life safety drop
:'''Minimum Crew:''' 2
:'''Coverage at 400' AGL: '''19 acres (.075 sq. km. / 7.5 hectares)
:'''Coverage at 200' AGL:''' 9.5 acres (.038 sq. km. / 3.85 hectares)

====3DRobotics Y6 Multirotor====

:'''Endurance:''' 11 minutes (with reserve)
:'''Inventory:''' 1 aircraft
:'''Missions:''' Still imagery, video imagery (live SD and post-processed)
:'''Minimum Crew:''' 2
:'''Coverage at 400' AGL:''' 19 acres (.075 sq. km. / 7.5 hectares)
:'''Coverage at 200' AGL:''' 9.5 acres (.038 sq. km. / 3.85 hectares)

====Swift Radioplanes Lynx UAS Fixed-Wing====

:'''Endurance:''' 80 minutes (with reserve)
:'''Inventory:''' 1 aircraft
:'''Missions:''' Still imagery (Nadir)
:'''Minimum Crew:''' 2, 3 Preferred
:'''Coverage at 400' AGL: '''1112 acres (4.5 sq. km. / 450 hectares)
:'''Coverage at 200' AGL:''' 556 acres (2.25 sq. km. / 225 hectares)

====DJI Inspire 1 Multirotor====

:'''Endurance:''' 18 minutes
:'''Inventory:''' 1 aircraft
:'''Missions: '''Still imagery, video imagery (live HD and post-processed)
:'''Minimum Crew: '''2
:'''Coverage at 400' AGL:''' 30 acres (.12 sq. km. / 12 hectares)
:'''Coverage at 200' AGL:''' 15 acres (.06 sq. km. / 5 hectares)

====DJI Phantom 3 Advanced Multirotor====

:'''Endurance:''' 20 minutes
:'''Inventory:''' 1 aircraft
:'''Missions:''' Still imagery, video imagery (post-processed only)
:'''Minimum Crew:''' 2
:'''Coverage at 400' AGL:''' 30 acres (.12 sq. km. / 12 hectares)
:'''Coverage at 200' AGL:''' 15 acres (.06 sq. km. / 5 hectares)

===Risk Matrix===

The current EMHS/CDRP Risk Matrix appears below. It can be accessed at:

https://drive.google.com/folderview?id=0B7eEPWQtRx9UfnBGcktYQmdzb1NXemM3N0tmMHlNNE9BR0ZSVG9rVnowZnBiaGNjbmJvOVk&usp=sharing

===Glossary and Acronyms===

====Acronyms====

:'''AGL''' - Altitude above ground level
:'''AO''' - Aircraft Operator
:'''AOB''' - Air Operations Branch
:'''ATO''' - Air Traffic Organization
:'''COA''' - Certificate of Authorization
:'''CTAF''' - Common Traffic Advisory Frequency
:'''FAA''' - Federal Aviation Administration
:'''GCS''' - Ground Control System
:'''IR''' - Infrared
:'''MSL''' - Altitude above mean sea level
:'''NOTAM''' - Notice to Airmen
:'''NM''' - Nautical mile
:'''PFC''' - Primary Flight Controller
:'''PIC''' - Pilot-in-Command
:'''POH''' - Pilot's Operating Handbook
:'''SO''' - Sensor Operator
:'''SOG''' - Standard Operating Guide
:'''TFR''' - Temporary Flight Restriction
:'''UAS''' - Unmanned Aircraft Systems
:'''UAV''' - Unmanned Aerial Vehicle
:'''VO''' - Visual Observer

====Glossary====

:'''Air Operations Branch''' - Branch of the Incident Command System responsible for the coordination and direction of all airborne assets and activities.

:'''Air Traffic Organization''' - Administrative division of the FAA responsible for the safe control of all air traffic in the United States.

:'''Aircraft logbook''' - Logbook for each aircraft detailing flight time, maintenance and repairs.

:'''Aircraft Operator''' - Crewmember responsible for operation of the autopilot and autonomous flight systems.

:'''Certificate of Authorization''' - Authorization from the FAA to operate a UAS for research or public use.

:'''Certificated Pilot''' - A pilot in possession of a valid and current pilot's certificate issued by the FAA or other international aviation authority.

:'''Commercial Pilot Certificate '''- A pilot's certificate valid for commercial operations (for hire).

:'''Crew '''- Personnel required for the safe and effective operation of the UAS.

:'''Failsafe mode '''- Automated mode which is triggered when the UAS loses connection/signal from the GCS and/or PFC. Typically the failsafe mode is 'return to launch'.

:'''Flight''' - One launch to landing cycle of the aircraft and crew.

:'''Ground Control Station''' - Computer, tablet and/or other communications equipment on the ground designed to interface with and control the aircraft and autopilot.

:'''Guided Mode '''- Autopilot controlled flight mode in which the Aircraft Operator clicks on a map interface to direct the aircraft to fly to that location.

:'''Medical Certificate '''- An FAA issued certificate indicating the holder has passed a flight physical and background check. Medical Certificates are issued in three classes, First, Second and Third, and are good for a limited period of time.

:'''Mission '''- One assigned objective for the UAS and crew to accomplish. A single mission may require multiple sorties or flights.

:'''N-Number''' - FAA aircraft registration number. In the United States, all aircraft registration numbers begin with the letter 'N'.

:'''Non-towered Airport '''- An airport without an operating/staffed control tower.

:'''Notice to Airmen''' - A standard method of informing the aviation/pilot community of a special or temporary condition that may impact the safety of flight.

:'''Pilot-in-Command '''- The individual who has final authority and responsibility for the aircraft and crew.

:'''Pilot's Operating Handbook''' - The manual that outlines all aspects of the safe and effective operation of a specific aircraft or UAS.

:'''Private Pilot Certificate''' - A pilot's certificate valid for personal or non-commercial/non-compensated use.

:'''Registration number''' - See N-number

:'''Safety Pilot''' - Pilot or operator of the UAS who utilizes the Primary Flight Control to maneuver (or 'fly') the aircraft. The safety pilot is typically also the Pilot-in-Command.

:'''Sensor Operator''' - Crew member responsible for the configuration and operation of the sensor payload as well as equipment that supports that payload.

:'''Sortie''' - A single flight of the UAS or aircraft.

:'''Temporary Flight Restriction''' - A temporary restriction placed by the FAA on a specific piece of airspace for a specific time. Enforced to ensure the safety of aircraft as well as people on the ground. TFR's are common over a disaster impact area to prevent normal traffic from interfering with search and rescue aircraft, etc.

:'''Towered Airport''' - An airport with an operating and manned air traffic control tower.

:'''Unmanned Aerial Vehicle''' - Acceptable term for an unmanned aircraft. Refers to the aircraft itself.

:'''Unmanned Aircraft System '''- The FAA adopted term for an unmanned aircraft as well as the systems, equipment, and crew that support that aircraft. This is the preferred terminology.

:'''Visual Observer''' - Crew member responsible for ensuring the UAS does not interfere with other aircraft or obstacles.

:'''Waypoint''' - A set of coordinates and altitude entered in the GCS to which the aircraft will automatically fly. Upon reaching the waypoint, the aircraft will typically move to the next sequential waypoint.

UAS in EM Standard Operating Guide

2019-02-25T22:28:11Z

Dmerrick: /* Pilot-in-Command Currency Requirements */

'''SOG Version 1.6 | 25 FEB 19'''
==Introduction==
'''SOG Section 1 - Introduction'''
===Overview===
The Center for Disaster Risk Policy (CDRP) at Florida State University established the Unmanned Aircraft System research project to assess and improve the usability of small unmanned aircraft systems in the context of state, local, and federal disaster management. This project examines UAS hardware, software, policies and procedures, data collection methodologies, and crew training and education to develop best practices for UAS applications in emergency management. Governments and organizations at all levels are expressing interest in how UAS can be applied to emergency management processes, including mitigation, preparedness, response and recovery.

The Center for Disaster Risk Policy (CDRP) is the applied and field research arm of the Emergency Management and Homeland Security Program (EMHS) at FSU, and CDRP faculty and staff have decades of operational emergency management, communications, and information technology experience. CDRP Faculty and Staff, in conjunction with EMHS students have deployed UAS for a variety of emergency and disaster related projects, including risk reduction projects in Haiti and Belize, as well as hurricane response efforts in Florida and Texas. The CDRP UAS Team has worked with Florida Urban Search and Rescue (US&R) Task Forces in both exercises and real-world deployments.

===Purpose of this Document===
This Standard Operating Guide includes all non-aircraft specific information and operational guidelines for CDRP personnel operating a UAS.

Further, this document may be used as a template for any entity conducting UAS operations in support of emergency or disaster response agencies. This document is open source and available to anyone who may need it.

===Authors===
David Merrick, Jarrett Broder, Rob McDaniel, Jessica Weins, Tanya Shannon, Laura Hart, and Abra Kinch

===Published Location===
This guide and all supporting documents is published at http://uas.cdrp.net

[[File:transparent.gif|150px|link=]]
==Administration==
'''SOG Section 2 - Administration'''
===Administrative Control===
This unmanned aircraft system research project is under the administrative control of the Center for Disaster Risk Policy at Florida State University. All research and operations must comply with CDRP polices and procedures, University policies and procedures, as well as state, local and federal laws and regulations.

The CDRP UAS research project director is David Merrick - dmerrick at em fsu edu.

===Authority to Task===
Only the Director of the Center for Disaster Risk Policy at Florida State University or their delegates have the authority to task or assign any UAS resources (including but not limited to aircraft, personnel, or equipment) to any project, mission, or other assignment.

===Maintenance of this Document===
The CDRP UAS Standard Operating Guide is maintained and updated by the faculty/staff of CDRP and approved for publication by the Director of CDRP.

===Coordination with the Federal Aviation Administration===
For purposes of correspondence with the FAA, to include (but not limited to) aircraft registration, Certificate of Authorization (COA) applications, incident reporting, operational reporting, etc., this research program should be identified as:

:Center for Disaster Risk Policy
:Florida State University
:113 Collegiate Loop
:Bellamy 638
:Tallahassee, FL 32306-2250
:850.644.9961
:uas@em.fsu.edu

[[File:transparent.gif|150px|link=]]
==Unmanned Aircraft Systems Limitations and Requirements==
'''SOG Section 3 - UAS Limitations and Requirements'''
===Limitations and Requirements Overview===
All UAS operated by CDRP faculty, staff or students will meet the following requirements and limitations, without exceptions.

These limitations and requirements are in effect to ensure safe operation of the UAS and ensure the safety of the crew, onlookers and other personnel not directly involved in the operation.

These requirements are derived from 14 CFR Part 107, FAA Certificate of Authorization requirements, University guidelines, and Section 333 of the FAA Modernization and Reform Act of 2012.

===Weight===
The UAS will weigh less than 55lbs. at takeoff. This is gross weight (or 'all up' weight) including fuel sources (battery) and mission payload.

===Performance and Altitude===
The UAS will not exceed 86 knots of ground speed during flight. This equates to 100mph or 44m/s.

The UAS will not exceed 400' AGL unless specifically authorized by the FAA or if operated within the parameters of 14 CFR Part 107.

===Preflight Inspection===
Prior to any UAS flight, the Remote Pilot in Command (RPIC) will conduct a thorough inspection of all components of the UAS, including the air vehicle, ground control station, and communication devices. Systems not found to be in condition for safe flight or operation will not be utilized. Determination of 'safe flight or operation' rests with the RPIC.

Any discrepancies found during pre-flight inspections should be logged in the aircraft logbook.

===Minimum Crew===
All UAS operations will be conducted by a Remote Pilot in Command (RPIC) and at least one (1) Visual Observer (VO) or one (1) Aircraft Operator (AO), for a minimum crew of two (2). The RPIC has the final authority and responsibility for the safe operation of the UAS and the safety and well-being of UAS crewmembers. While not required a third crewmember (in either the VO or AO crew position) is recommended for safe operations.

===Failsafe/Lost Link Mode===
All UAS must be equipped with a failsafe/lost link mode in case of primary control link failure. This failsafe or lost link mode should return the aircraft to the launch point without requiring human intervention. Specific mission profiles may require a different failsafe mode to ensure the safety of persons on the ground.

===Flight Termination Option===
Each UAS should be equipped with an in-flight termination option. This would immediately kill power to the aircraft, resulting in an immediate and uncontrolled decent into terrain. Flight termination modes are not a replacement for lost link or failsafe modes. Flight termination should only be carried out when it is the only option to prevent injuries to bystanders or other persons not involved in the operation. Crew members should be briefed on how to initiate flight termination, as well as the effects of flight termination, before every sortie.

===Emergency Procedures Defined===
All UAS must have documented emergency procedures covering (at a minimum): engine or power failure; fire; loss of control link; loss of GPS; loss of telemetry data link; loss of video downlink. Emergency Procedures will be detailed in the Pilot's Operating Handbook as required in this SOG.

===Flight Controls===
All UAS must have a Primary Flight Controller (PFC) allowing the pilot manual (or a close approximation of manual) control over the aircraft. All UAS must have an autopilot capable of autonomous and user-directed flight.

The PFC must be in the immediate control of the Remote Pilot in Command at all times. "Immediate control" allows for persons other than the RPIC to manipulate the controls, however, the RPIC must remain in a position to retake controls in the event of an unsafe condition or emergency.

===Required Flight Modes/Autopilot Modes===
Each aircraft and autopilot combination provides different flight control modes. While the aircraft or autopilot may provide additional modes, the following are required:

* Manual/Stabilized/Atti Mode - Allows the pilot or pilot-in-command to manually control the aircraft. This mode may provide stabilization if required (as on a multi-rotor).
* Loiter/GPS Mode - Allows the aircraft to hold lateral position and altitude with minimal pilot input. Fixed-wing aircraft may circle a specific point.
* Return to Launch (RTL) or Return to Home (RTH) - Directs the aircraft to begin an automated least-time/least-distance return to the launch point. Useful as a failsafe mode, but not encouraged in normal operations. Obstacle avoidance it permitted in this mode.

===Battery Reserve===
Battery voltage is the 'fuel' for electric UAS. With this in mind, all UAS flights will end while the aircraft maintains a 20% battery reserve. Battery voltage and capacity should be measured using voltage of the battery per the aircraft POH.

===Aircraft Markings===
All UAS must be registered with the FAA. All aircraft must display the corresponding registration number (N-number or FA-number) in a permanent fashion so that it is visible while the UAS is on the ground.

UAS must show an external identifier of "Florida State University".

===Aircraft Documentation===
Each UAS will have a Pilot's Operating Handbook (POH) specific for the model. The POH will be located with the Ground Control Station and will be familiar to each crewmember.

The POH will include all documentation required by this SOG and will be available for inspection during all UAS operations.

[[File:transparent.gif|150px|link=]]

==Crewmembers==
'''SOG Section 4 - Crewmembers'''
===Crewmembers Defined===
UAS crewmembers constitute any personnel responsible for the safe operation of the unmanned aircraft, support systems, payload, or coordination systems. Crewmembers are classified into one of the following positions: Pilot-in-Command, Aircraft Operator, Sensor Operator, Visual Observer.

'''The required positions for all UAS flights are Pilot-in-Command and either a) Visual Observer, or b) Aircraft Operator.''' Other positions may be added to a flight if mission requirements and workload dictate.

===Remote Pilot-in-Command===
The Remote Pilot-in-Command (RPIC) flies the aircraft and is the final authority on all aspects of the UAS operation. The RPIC is responsible for all aspects of the UAS operation and supervises the Visual Observer, Aircraft Operator, and/or Sensor Operator.remote

====Remote Pilot-in-Command Required Standards====
*The RPIC must possess a current Part 107 Remote Pilot Certificate, or meet the minimum pilot standards as stated in the FAA-issued Certificate of Authorization (COA) being utilized to conduct flight operations.
*The RPIC must have met the knowledge and practical standards in the document [[UAS in EM Operator/Remote Pilot Standards]]

====Remote Pilot-in-Command Currency Requirements====
*Prior to current UAS operations, the RPIC will have logged a minimum of 2 hours as a UAS pilot and 3 take offs and 3 landings in the preceding 90 days. This is total time, not in a specific aircraft.

===Aircraft Operator===

The Aircraft Operator (AO) operates the UAS autopilot and autonomous systems. The aircraft Using these systems, the AO may control the aircraft using waypoint navigation or guided mode. The AO assists with the launch and recovery of the aircraft and coordinates with the Sensor Operator if assigned.

===Visual Observer===

The Visual Observer (VO) acts as a second set of eyes for the Pilot-in-Command and ensures safe operation of the UAS. This includes ensuring separation of UAS operations from manned aviation activity, enforcing minimum safe distances of bystanders and observers, and safe interaction of the crew. The VO assists with launch and recovery of the aircraft.

===Sensor Operator===

The Sensor Operator (SO) operates the UAS payload and/or sensors, including EO/IR cameras, digital still cameras, atmospheric sensors, or any other payload. The SO assists with the launch and recovery of the aircraft and coordinates with the Aircraft Operator if assigned.

===Training and Proficiency===

CDRP UAS crew will maintain proficiency through periodic training and proficiency flights.

Pilot-in-Command, Aircraft Operator, and Visual Observer must demonstrate proficiency in knowledge and practical standards every 90 days.

===Crew Flight Logs===

All crew are required to maintain accurate logs of all time associated with UAS flights. This includes, but is not limited to; time as Pilot-in-Command, time as Aircraft Operator, time as Visual Observer, time as Sensor Operator, and time as an instructor.

Flight logs should be consolidated once per calendar month, stored electronically in a centralized location, and reviewed periodically for accuracy and completeness.

[[File:transparent.gif|150px|link=]]
==Flight Environment==
'''SOG Section 5 - Flight Environment'''
===Airspace===
UAS Flights will primarily occur in Class G airspace. No operations will be conducted in Class A or Class B airspace. Operations in Class C and Class D airspace will only occur with prior approval of the FAA.

Operations within five (5) nautical miles of a non-towered airport will require approval from the airport authority prior to operations commencing.

''See Appendix A - Post Disaster Airspace Management and Coordination for more information regarding UAS operations during or after an emergency or disaster.''

===Line of Sight===
All UAS will be flown within the visual line of sight of the Pilot in Command and Visual Observer. Visual line of sight must be unaided through optical or electronic means (outside of standard prescription contact lenses or glasses).

===Altitude===
All UAS flights will be conducted at or below 400' AGL.

===Weather and Time of Day===
All UAS flights will operate at least 500 feet below or 2,000 feet horizontally from clouds. All UAS flights will be conducted when visibility is at least 3 statute miles from the Pilot in Command and Visual Observer.

All UAS flights will occur during daylight hours.

===Flight Risk Assessment===
Crew will conduct a thorough risk assessment prior to each UAS sortie. Factors considered will include weather, location, mission parameters, crew capacity and operational tempo.

The CDRP Risk Matrix tool is located in Appendix E - Risk Matrix.

===Preflight Briefing===
Prior to all UAS flights, sorties, or missions, a thorough preflight brief will be conducted for all crewmembers, observers and other participants. This briefing will include, at a minimum:

* Crewmember assignments
* Aircraft and payload summary
* Mission or purpose of flight
* Description of the mission or flight area
* Duration
* Weather
* Identification of coordinating/controlling agencies, entities, etc.
* Communications plan, including crew and outside communications
* Hazards to the aircraft and crew
* Description of primary launch and recovery area (LRA) and any alternate LRA's

===Launch and Recovery Areas===
Launch and Recovery Areas (LRAs) will be selected based on the requirements of the aircraft and the mission. LRAs must be located on property the UAS crew has a legal right/permission to access, and must provide a safe area to operate for the crew, observers, and aircraft.

LRA's must be clear of overhead power lines, telecommunication lines, and other obstacles.

===Operations Over People and Property===
The UAS will not be operated directly over any person at an altitude that is hazardous to the persons below in the event of a failure of the UAS or associated systems.

===Yield to Manned Aviation===
All UAS operations must remain clear of and immediately yield to manned aircraft operations. This includes ultra-light aircraft, parachutists, balloonists, parasailing activity, hang gliders, etc.

===Battery/Fuel Reserve===
All UAS will land with a 25% reserve battery power. This reserve may be used at the discretion of the pilot-in-command only to ensure safety of flight as well as people/material on the ground.

===Privacy===
UAS will not capture or retain imagery of private property or persons where doing so would violate a reasonable expectation of privacy.

For operations in the State of Florida, all flights will be conducted in compliance with State statute 934.50 "Searches and seizure using a drone."

===Stationary Ground Control Station===
UAS operations will only be conducted from stationary locations. The PIC or ground control station will not be located in a moving vehicle.

===Sterile Cockpit===
During critical flight operations, such as launch and recovery, the UAS crew will ensure that a 'sterile cockpit' is enforced around the ground control station. Sterile cockpit means that no extraneous conversation or non-essential activities will occur.

[[File:transparent.gif|150px|link=]]
==Maintenance==
'''SOG Section 6 - Maintenance'''
===Airframe Log===

All maintenance performed on UAS will be logged in the UAS airframe logbook. Each entry will include, at a minimum: the person performing the maintenance action, date, description of the maintenance action, and list of parts replaced.

Changes to the firmware, software, or operating system of the aircraft or autopilot must be logged.

===Periodic Inspection===

All UAS airframes will be inspected for damage every calendar quarter. These inspections will be logged in the UAS airframe logbook. This inspection must include: full power test, control surface check, transmitter/receiver range check, and autopilot functionality check.

===Payload Changes===

All payload changes will be logged in the UAS airframe logbook. This will included routine swaps of previously flown payloads.

===Bench and Acceptance Testing===

Any activity that changes the operational and/or flight characteristics will require that the UAS undergo bench and flight acceptance testing prior to further use.

Bench testing may be accomplished without propellers or rotors to ensure expected operation of autopilots, control surfaces, servos, etc. Bench testing should be performed before flight acceptance testing.

Flight acceptance testing must be performed prior to operational or research use. Flight testing should be conducted in a remote and secure location, with a limited crew exposure to the untested aircraft.

Changes to any of these systems requires bench and flight testing:

* Structural components of the airframe
* Motors
* Electronic speed controllers
* Power distribution systems
* Radio control transmitter or receiver
* Autopilot or flight controller
* Propellers (reconfigure only)

[[File:transparent.gif|150px|link=]]
==Permissions and Certifications to Fly==
'''SOG Section 7 - Permissions and Certifications to Fly'''
===Certificate of Authorization===

CDRP will obtain an Air Traffic Organization (ATO) issued Certificate of Authorization (COA) prior to conducting UAS operations for any purpose. This COA may be obtained for a Public Aircraft of flight operations that are a public good, or under a valid Section 333 exemption for commercial activities.

===Emergency Certificate of Authorization===

When operating in support of an emergency response or recovery effort, an Emergency Certificate of Authorization (E-COA) may be obtained from the FAA. The E-COA will authorize existing airframes and/or systems defined in an existing COA to operate in new airspace under specified guidelines.

The E-COA process requires the authorization of a response or recovery agency.

===Notice to Airmen===

If required by the COA, CDRP will request a Notice to Airmen (NOTAM) 48 to 72 hours in advance of UAS operations.

===Plan of Activities===

CDRP will provide a written Plan of Activities to the local ATO office with jurisdiction over the area encompassing the UAS operations. This written plan will be submitted as early as feasible prior to the commencement of UAS operations. CDRP will also make public the Plan of Activities on the website http://cdrp.net.

The Plan of Activities will include (at a minimum):

* Dates and times of UAS operations
* Contact name and phone number for the UAS pilot-in-command
* Make, model and N-number of the UAS to be flown
* Name and FAA certificate number of the UAS PIC
* Statement that the CDRP has obtained permission from the property owners and/or local officials to conduct the flight.
* Signature of exemption holder or representative
* A description of the flight activity, including maps and diagrams of the activity.

[[File:transparent.gif|150px|link=]]

==Appendices==
'''SOG Section 8 - Appendicies'''

*'''[[Appendix A - Post Disaster Airspace]]'''
*'''[[Appendix B - UAS Missions and Applications]]'''
*'''[[Appendix C - UAS Capabilities Outline]]'''
*'''[[Appendix D - Risk Matrix]]'''
*'''[[Appendix E - Acronyms and Glossary]]'''

[[File:transparent.gif|150px|link=]]

===Post-Disaster Airspace===
Flight operations, manned and unmanned, in post-disaster airspace are complicated and potentially dangerous. As such, close coordination between FAA ATO, the SERT Air Operations Branch and the UAS operator are critical. When operating in these environments, UAS crews should maintain a sterile cockpit at all times.

====UAS Coordination====
UAS flights supporting disaster response and/or recovery will occur only after coordination with and approval by the responsible Air Operations Branch at the city, county or state level. During all post-disaster UAS operations, CDRP will designate a UAS Coordinator as the direct contact to the Air Operations Branch. The UAS Coordinator will be co-located with the Air Operations Branch whenever practical.
====Airspace Deconfliction====
UAS operations need to be in compliance with the FAA Airspace Management Plan for Disasters (AMP). This is accomplished within the Air Operations Branch.

The standard FAA AMP calls for rotary wing search and rescue (SAR) and rotary wing sling load operations to occur between the surface and 500' AGL. This is in direct conflict with the typical airspace for small UAS operations. Therefore, it is recommended that UAS operations be segregated from active rotary wing SAR and sling load operations.

Pilots of manned aircraft are not likely to see a UAS at low altitude. Therefore it is the responsibility of the UAS crew to see and avoid manned aircraft at all times. UAS are required to always yield to manned aircraft.

UAS segregation should occur using three factors: geographic, altitude, and date/time. UAS flights should be authorized only in specific airspace, from the surface to a specific altitude (typically 400' AGL or less) and in specific date and time blocks. All altitude coordination with the AOB or ATC must be done in feet (English).

====Air Operations Branch Communication====
UAS crew must notify the AOB via telephone prior to launch of a UAS and again upon recovery. If the duration of the UAS sortie is to exceed 20 minutes, the UAS crew must notify the AOB every 20 minutes of the aircraft status, location, airspeed and altitude.

====Local Traffic Radio Communication====
The UAS crew must advise local air traffic via the established CTAF (Common Traffic Advisory Frequency) every 20 minutes of UAS position, airspeed and altitude. In case of operations near towered airports, these CTAF reports will be made to the local ATC controlling the airspace. In operations away from towered airports, CTAF calls will be made "in the blind" in the same manner as manned aircraft notify local traffic of activities in and around the traffic pattern of uncontrolled airports.
A.5 - Airspace Exceptions

In a post-disaster environment, particularly when a Temporary Flight Restriction (TFR) has been issued by the FAA, UAS Flights may occur in any type of airspace authorized by the FAA and the Air Operations Branch.

===UAS Mission Profiles===
UAS operations can support several missions typically managed by the Florida SERT Air Operations Branch (AOB), including '''Incident Awareness and Assessment (IAA), Aerial imagery''' and '''Airborne search and rescue'''. These activities support the AOB defined mission priorities of reconnaissance, property protection, environmental protection, and lifesaving.

To accomplish these activities, UAS operations can be broken down into several UAS mission types applicable to emergency management. Each of these UAS mission types has payload requirements as well as specific products - the output of the mission. By understanding the products of each of these mission type, managers can apply an appropriate mission to an activity and/or priority.

Some aircraft and payload combinations allow for the payload to be configured in flight to accomplish different mission types. Others require the payload to be configured on the ground, prior to launch, and is not changeable in flight.

A specific mission profile is capable of generating specific products and outputs. Further, each mission profile has set requirements in the context of airframe, payload, supplemental equipment, and crew.

====Still Imaging====
Still image collection can capture either vertical or oblique imagery.

Vertical still images (also called nadir images) are taken with the camera oriented so that it is pointed straight down (vertically) at the ground. Each image captured is what appears directly below the aircraft. No horizon is visible. Vertical still images look like small parts of a map, and provide roughly consistent scale across the entire image. The vertical perspective also makes the measurement of direction and distance possible on the raw photo.

Oblique still images are taken with the camera oriented horizontally or at an angle other than vertical. High angle oblique images have the apparent horizon visible in the image, while low angle oblique images do not. Oblique images have some significant advantages over vertical images. At similar altitudes, oblique images show more area than a vertical image, though perspective creates significant distortions in scale and distance. Oblique images also can show features that are not visible in vertical images, such as walls of buildings.

The camera may be configured to capture images on a timed cycle using an intervalometer or it may be connected to the aircraft autopilot to capture images spaced by a set distance, such as every 50 meters. Further, some payloads and/or cameras may allow the operator to trigger the camera manually.

To be effective in this mission, all images must be tagged with the geographic coordinates of the camera when the image was taken. To accomplish this, the camera should either have an integrated global positioning system (GPS) or the images may be geocoded using autopilot logs during post-flight processing.

Note that oblique still images cannot be used to create ortho-rectified mosaics or maps.

'''Requirements'''
* Still imaging payload or camera, including any required stabilization mounts (anti-vibration, gimbal, etc.) and recording media (SD Card, etc.)
* Transmitter for imaging feed to ground control station
* Receiver and monitor for imaging feed
* GPS logging of aircraft position during flight

'''Products or Outputs'''
* Still images
* Still images with geographic representation
* Ortho-rectified mosaic
* Digital maps
* Printed maps
* Digital elevation models

====Video Imaging====

Video image collection can capture either vertical or oblique imagery. Classification of video as vertical or oblique follows the same guidelines as described in '''Still Imaging.'''

For the highest quality video imagery the camera should be stabilized using a brushless gimbal that negates or reduces the apparent movement of the aircraft.

Embedding location coordinates in video imagery is not possible in the same way it is accomplished in still imagery. Geographic information (location information) from the aircraft's autopilot flight logs may be synced to the video file in post-processing to illustrate the location of the video.

Video imaging may include live video transmitted to the ground in addition to video recorded and stored on the aircraft.

'''Requirements'''
* Video imaging payload or camera, including any required stabilization mounts (anti-vibration, gimbal, etc.) and recording media (SD Card, etc.)
* Transmitter for imaging feed to ground control station
* Receiver and monitor for imaging feed in ground control station
* GPS logging of aircraft position during flight

'''Products or Outputs'''
* Live video
* Post-mission video
* Still images from video
* Pushbroom images from video

====Infrared Imaging====

Infrared image collection can capture either vertical or oblique video imagery in the near infrared spectrum. Classification of infrared imagery as vertical or oblique follows the same guidelines as described in '''Still Imaging.'''

For the highest quality infrared imagery the camera should be stabilized using a brushless gimbal that negates or reduces the apparent movement of the aircraft.

Embedding location coordinates in infrared video imagery is not possible in the same way it is accomplished in still imagery. Geographic information (location information) from the aircraft's autopilot flight logs may be synced to the infrared video file in post-processing to illustrate the location of the infrared video.

Infrared video imaging may include live video transmitted to the ground in addition to high-definition video recorded and stored on the aircraft.

'''Requirements'''
* IR imaging payload or camera, including any required stabilization mounts (anti-vibration, gimbal, etc.) and recording media (SD Card, etc.)
* Transmitter for imaging feed to ground control station
* Receiver and monitor for imaging feed
* GPS logging of aircraft position during flight

'''Products or Outputs'''
* Live infrared video
* Post-mission infrared video
* Still images from infrared video
* Pushbroom images from infrared video

====Low Level Corridor Imaging====

Low level corridor imaging is a specialized video imaging mission profile intended for flood assessment in streets with limited overhead clearance due to trees and power lines.

'''Requirements'''
* Video imaging payload or camera, including any required stabilization mounts (anti-vibration, gimbal, etc.) and recording media (SD Card, etc.)
* Video camera suitable for navigation and obstacle clearance (First Person View camera)
* Transmitter for imaging feed to ground control station
* Receiver and monitor for imaging feed in ground control station
* GPS logging of aircraft position during flight
Products of Video Imaging Mission Profile
* Live video
* Post-mission video
* Still images from video

====Life Safety Equipment Deployment====

[ in development ]

===UAS Data Processing===
Once the UAS sortie is complete, the data collected must be processed into a usable product. That product must then be distributed (made available in some way) to the end user. This Annex serves as a base document to discuss the post-mission processing and distribution required for a variety of UAS mission types.

To support the distribution of products, the following items/services are required:

* High-speed (broadband) internet access such as 4G or WiFi
* An internet Content Management System (CMS) such as WordPress, Mura, or Google Sites. (Google Docs may be used in this role).
* A Google account capable of supporting Google Hangouts, YouTube streaming, Google Photos, Google My Maps, and Picasa Web Albums
* The following software packages installed and configured on the computer to process photos and videos:
** Google Picasa (https://picasa.google.com/)
** Google Chrome (http://www.google.com/chrome/) (Highly recommended)
** Google Earth Pro (https://www.google.com/earth/download/gep/agree.html)
** Skitch by Evernote (https://evernote.com/skitch/)
** GPicSync (https://github.com/metadirective/gpicsync)
** Garmin VIRB Edit (http://www.garmin.com/en-US/shop/downloads/virb-edit)
** Agisoft Photoscan Pro

====Still Images (with Geographic Representation)====

Still images are the simplest of all UAS products. They can be processed to remove distortion or simply distributed ‘raw’ as they are downloaded from the aircraft.

All camera payloads are capable of capturing still imagery either on command from the pilot or via an intervalometer script or device.

'''Processing Workflow'''

# Create directory structure to contain mission images
# Create map and description of the mission area in Google Maps.
# Publish map and mission description to CMS.
# Download still images from the aircraft and clear the aircraft memory card.
# Geolocate images
# If the camera payload contains GPS functionality (such as a Garmin VIRB) then images are geolocated automatically. No further action is required. Skip to step 9.
# Images captured with a non-GPS camera (such as a Canon SX260 or GoPro Hero 4) must have the coordinates of the location the image was captured at written into the file. This can be accomplished by synchronizing the autopilot flight log and the captured images using software such as GPicSync.
# Verify image location data.
# Location information in the images should be reviewed for accuracy.
# Save mission photo set into the appropriate directory structure
# Import mission photo set into Picasa as a Album
# Initial exploitation - delete unnecessary photos, etc.
# Post-process images for color correction or to correct lens distortion (optional)
# Watermark images (optional)
# Upload to Picasa Web Albums, confirm sharing settings (set to Limited).
# Publish link to Picasa Web Album to CMS, notify of availability of initial imagery.
# From Picasa Web Album page, save the album’s KML file.
# Publish KML to CMS, notify of availability.
# Secondary exploitation - Mark and identify features, issues, etc. using Skitch.
# Add annotated photos from Skitch to Picasa album.
# Upload annotated photos to Picasa Web Albums.
# Publish notes about annotations to CMS, notify of availability of exploited imagery.

'''Distribution'''

End user access to the still images is available via the Content Management System and Picasa Web Albums. The images can also be distributed via USB drive, CD-ROM, or other removable media.

====Ortho-rectified Mosaic====

During post flight processing, the geo-tagged still images can be stitched together using software to create an ortho-rectified mosaic image of the entire area covered by the flight, creating a pseudo-map. This process can be time consuming and creates large datasets, which may be difficult to distribute via the internet. Ortho-rectified mosaics are too large to be distributed via most email systems.

Ortho-rectified mosaics (referred to as ‘orthos’ from here on) are useful for analyzing large areas and are easier to understand than a collection of still images (such as the Still Images product).

'''Processing Workflow'''

# At a minimum, perform Steps 1 through 7 of the Still Images Processing Workflow. Recommended that all steps in the Still Image Processing Workflow be completed prior to this workflow being started.
# Load photos into Agisoft Photoscan Pro and process to obtain a JPG or PNG format Orthophoto. This process will take considerable time!
# Publish notes about orthos to CMS, notify of availability of orthos.

'''Distribution'''

End user access to the processed orthophoto will be via USB drive or other removable media. In some situations, it may be possible to provide online access to the orthophoto via FTP or other web services, but this will require excellent IT infrastructure to accomplish.

====Digital Maps====

Digital maps may look and feel like an ortho-rectified mosaic, but they contain editorialized information. Utilizing the ortho-rectified mosaic image, geographical information system (GIS) software can create full featured maps for distribution via print or electronic means (internet delivery). This process is manual and may take considerable time (days) during post-processing.

'''Processing Workflow'''

# At a minimum, perform Steps 1 through 7 of the Still Images Processing Workflow. Recommended that all steps in the Still Image Processing Workflow be completed prior to this workflow being started.
# Perform the Ortho-rectified Mosaic workflow.
# Using ArcGIS, QGIS, TileMill or similar software packages (not prescribed here), create digital map products from the created ortho.
# Using a digital map tile creation tool, publish the resulting map tiles on the internet.
# Publish notes about maps to CMS, notify of availability of map products.

'''Distribution'''

Digital map tiles, once published online, can be utilized by a variety of digital tools on desktop and mobile platforms.

====Digital Elevation Model====

During post flight processing, vertical still images can be used to create a three-dimensional model of the area observed. This model can be utilized as a Digital Elevation Model or used to create contour lines on a map. This process takes considerable processing time and may require detailed ground surveys to occur simultaneously with original flight(s).

'''Processing Workflow'''

# At a minimum, perform Steps 1 through 7 of the Still Images Processing Workflow. Recommended that all steps in the Still Image Processing Workflow be completed prior to this workflow being started.
# Perform the Ortho-rectified Mosaic workflow.
# In PhotoScan Pro, Generate a Digital Elevation Model (DEM) file.
# Upload the DEM file to the CMS and publish link.
# Publish notes about DEM to CMS, notify of availability of DEM products.

'''Distribution'''

Digital Elevation Model files are relatively small in size, and can be distributed online (as in the workflow above) or via any USB or removable media.

====Live Video (Color or IR)====

Live video, transmitted from the aircraft to the ground while in flight, is a valuable decision making tool. Live Video can be combined with just about any mission type, even if the primary mission is not to shoot video.

This process utilizes YouTube’s Live Streaming capability. This tool provides for live broadcast of a video stream, as well as an immediate archive of the video after the live broadcast ends. Access to the video can be restricted via obfuscation (viewers must have the URL) or access control - users must sign in via username and password.

Live video transmission to the ground station is standard definition (SD, 640x480 pixels) when originating from the 3DR Iris+, FireFLY6, or 3DR Y6. Live video is high definition (720p, 1280x720 pixels) when originating from the DJI Phantom 3 Advanced or DJI Inspire 1

Live video is only possible while the aircraft and payload are within transmission range of the ground station.

Live video requires broadband internet at the Ground Control Station - preferably 4G or LTE service. There will be a delay in the video stream of between 30 and 60 seconds.

'''Processing Workflow'''

# Create map and description of the mission area in Google Maps.
# Publish map and mission description to CMS.
# Prior to flight, test video downlink.
# Connect USB video capture device to laptop used to process/transmit video.
# Connect video receiver on the ground to the USB capture device inputs.
# UAS Crew utilizes receiver/monitor in the Ground Station to monitor the aircraft and provide real-time assessment and planning.
# Launch YouTube Dashboard (https://www.youtube.com/dashboard) in Google Chrome
# Schedule a new “Live Streaming Event”, using the “Quick” (Google+ Hangouts on Air). Set privacy to “Unlisted” or “Private”. Title and description must be completed and should include reference to the mission identifier, date and time.
# Click ‘Go Live Now’. This will launch Google+ Hangouts On Air.
# Select the USB capture device as the input for the Google Hangout video. The video from the UAS should now be displayed on the screen.
# Click ‘Start Broadcast’.
# During the mission, the Hangout Toolbox can be used to display text information over the video, or to replace the video with still images.
# From the YouTube Dashboard, get the URL of the Live YouTube stream.
# Publish link to the CMS, notify of availability of live video imagery.
# At the conclusion of the flight, shut down the live stream.
# Modify the link on the CMS to indicate the link is no longer live, but an archived version of a previously live video.
# Publish notes about video to CMS, notify of availability of archived video imagery.

'''Distribution'''

All distribution of the live video is via the internet.

====Post-Mission Video (Color or IR)====

In situations where internet access is not available, video can be recorded in-flight and processed and distributed after the sortie or mission. This mission is not dependent on the Live Video mission type - it can be run simultaneously or stand alone.

Unlike Live Video, Post-Mission Video is always high-definition, typically 1080p resolution.

'''Processing Workflow'''

# Create directory structure to contain mission video.
# Create map and description of the mission area in Google Maps.
# Publish map and mission description to CMS.
# Download video from the aircraft and clear the aircraft/payload memory card.
# Download the autopilot log for the flight.
# Synchronize the video to the log and create location visualizations using Garmin VIRB Edit or similar software.
# Initial exploitation - edit video to remove unnecessary segments (launch, landing, etc.)
# Downsample video to minimum acceptable resolution
# Upload video to Google Drive
# Publish link to Google Drive video to CMS, notify of availability of processed video.
# Publish notes about video to CMS.

'''Distribution'''

Final processed videos may be very large, depending on resolution and duration. Videos should be uploaded to Google Drive as soon as practical but lack of bandwidth may delay this process. Post-Mission Video can also be distributed via USB drive or other removable media. In many cases, this may be the preferred method.

====Still Images from Video (Color or IR)====

During processing of Post-Mission Video, it may be desirable to capture still images from the video file. This can be accomplished using a variety of techniques, from dedicated software to taking a screenshot of the video while paused.

Once the images are captured, they can be processed as Still Images as described in '''Still Images (with Geographic Representation)''' manual geotagging will be required.

===UAS Capabilities Outline===

These figures should be used for rough planning purposes only.

====3DRobotics IRIS+ Multirotor====

:'''Endurance:''' 11 minutes (with reserve)
:'''Inventory''': 5 aircraft
:'''Missions:''' Still imagery, video imagery (live SD and post-processed), Life safety drop
:'''Minimum Crew:''' 2
:'''Coverage at 400' AGL: '''19 acres (.075 sq. km. / 7.5 hectares)
:'''Coverage at 200' AGL:''' 9.5 acres (.038 sq. km. / 3.85 hectares)

====3DRobotics Y6 Multirotor====

:'''Endurance:''' 11 minutes (with reserve)
:'''Inventory:''' 1 aircraft
:'''Missions:''' Still imagery, video imagery (live SD and post-processed)
:'''Minimum Crew:''' 2
:'''Coverage at 400' AGL:''' 19 acres (.075 sq. km. / 7.5 hectares)
:'''Coverage at 200' AGL:''' 9.5 acres (.038 sq. km. / 3.85 hectares)

====Swift Radioplanes Lynx UAS Fixed-Wing====

:'''Endurance:''' 80 minutes (with reserve)
:'''Inventory:''' 1 aircraft
:'''Missions:''' Still imagery (Nadir)
:'''Minimum Crew:''' 2, 3 Preferred
:'''Coverage at 400' AGL: '''1112 acres (4.5 sq. km. / 450 hectares)
:'''Coverage at 200' AGL:''' 556 acres (2.25 sq. km. / 225 hectares)

====DJI Inspire 1 Multirotor====

:'''Endurance:''' 18 minutes
:'''Inventory:''' 1 aircraft
:'''Missions: '''Still imagery, video imagery (live HD and post-processed)
:'''Minimum Crew: '''2
:'''Coverage at 400' AGL:''' 30 acres (.12 sq. km. / 12 hectares)
:'''Coverage at 200' AGL:''' 15 acres (.06 sq. km. / 5 hectares)

====DJI Phantom 3 Advanced Multirotor====

:'''Endurance:''' 20 minutes
:'''Inventory:''' 1 aircraft
:'''Missions:''' Still imagery, video imagery (post-processed only)
:'''Minimum Crew:''' 2
:'''Coverage at 400' AGL:''' 30 acres (.12 sq. km. / 12 hectares)
:'''Coverage at 200' AGL:''' 15 acres (.06 sq. km. / 5 hectares)

===Risk Matrix===

The current EMHS/CDRP Risk Matrix appears below. It can be accessed at:

https://drive.google.com/folderview?id=0B7eEPWQtRx9UfnBGcktYQmdzb1NXemM3N0tmMHlNNE9BR0ZSVG9rVnowZnBiaGNjbmJvOVk&usp=sharing

===Glossary and Acronyms===

====Acronyms====

:'''AGL''' - Altitude above ground level
:'''AO''' - Aircraft Operator
:'''AOB''' - Air Operations Branch
:'''ATO''' - Air Traffic Organization
:'''COA''' - Certificate of Authorization
:'''CTAF''' - Common Traffic Advisory Frequency
:'''FAA''' - Federal Aviation Administration
:'''GCS''' - Ground Control System
:'''IR''' - Infrared
:'''MSL''' - Altitude above mean sea level
:'''NOTAM''' - Notice to Airmen
:'''NM''' - Nautical mile
:'''PFC''' - Primary Flight Controller
:'''PIC''' - Pilot-in-Command
:'''POH''' - Pilot's Operating Handbook
:'''SO''' - Sensor Operator
:'''SOG''' - Standard Operating Guide
:'''TFR''' - Temporary Flight Restriction
:'''UAS''' - Unmanned Aircraft Systems
:'''UAV''' - Unmanned Aerial Vehicle
:'''VO''' - Visual Observer

====Glossary====

:'''Air Operations Branch''' - Branch of the Incident Command System responsible for the coordination and direction of all airborne assets and activities.

:'''Air Traffic Organization''' - Administrative division of the FAA responsible for the safe control of all air traffic in the United States.

:'''Aircraft logbook''' - Logbook for each aircraft detailing flight time, maintenance and repairs.

:'''Aircraft Operator''' - Crewmember responsible for operation of the autopilot and autonomous flight systems.

:'''Certificate of Authorization''' - Authorization from the FAA to operate a UAS for research or public use.

:'''Certificated Pilot''' - A pilot in possession of a valid and current pilot's certificate issued by the FAA or other international aviation authority.

:'''Commercial Pilot Certificate '''- A pilot's certificate valid for commercial operations (for hire).

:'''Crew '''- Personnel required for the safe and effective operation of the UAS.

:'''Failsafe mode '''- Automated mode which is triggered when the UAS loses connection/signal from the GCS and/or PFC. Typically the failsafe mode is 'return to launch'.

:'''Flight''' - One launch to landing cycle of the aircraft and crew.

:'''Ground Control Station''' - Computer, tablet and/or other communications equipment on the ground designed to interface with and control the aircraft and autopilot.

:'''Guided Mode '''- Autopilot controlled flight mode in which the Aircraft Operator clicks on a map interface to direct the aircraft to fly to that location.

:'''Medical Certificate '''- An FAA issued certificate indicating the holder has passed a flight physical and background check. Medical Certificates are issued in three classes, First, Second and Third, and are good for a limited period of time.

:'''Mission '''- One assigned objective for the UAS and crew to accomplish. A single mission may require multiple sorties or flights.

:'''N-Number''' - FAA aircraft registration number. In the United States, all aircraft registration numbers begin with the letter 'N'.

:'''Non-towered Airport '''- An airport without an operating/staffed control tower.

:'''Notice to Airmen''' - A standard method of informing the aviation/pilot community of a special or temporary condition that may impact the safety of flight.

:'''Pilot-in-Command '''- The individual who has final authority and responsibility for the aircraft and crew.

:'''Pilot's Operating Handbook''' - The manual that outlines all aspects of the safe and effective operation of a specific aircraft or UAS.

:'''Private Pilot Certificate''' - A pilot's certificate valid for personal or non-commercial/non-compensated use.

:'''Registration number''' - See N-number

:'''Safety Pilot''' - Pilot or operator of the UAS who utilizes the Primary Flight Control to maneuver (or 'fly') the aircraft. The safety pilot is typically also the Pilot-in-Command.

:'''Sensor Operator''' - Crew member responsible for the configuration and operation of the sensor payload as well as equipment that supports that payload.

:'''Sortie''' - A single flight of the UAS or aircraft.

:'''Temporary Flight Restriction''' - A temporary restriction placed by the FAA on a specific piece of airspace for a specific time. Enforced to ensure the safety of aircraft as well as people on the ground. TFR's are common over a disaster impact area to prevent normal traffic from interfering with search and rescue aircraft, etc.

:'''Towered Airport''' - An airport with an operating and manned air traffic control tower.

:'''Unmanned Aerial Vehicle''' - Acceptable term for an unmanned aircraft. Refers to the aircraft itself.

:'''Unmanned Aircraft System '''- The FAA adopted term for an unmanned aircraft as well as the systems, equipment, and crew that support that aircraft. This is the preferred terminology.

:'''Visual Observer''' - Crew member responsible for ensuring the UAS does not interfere with other aircraft or obstacles.

:'''Waypoint''' - A set of coordinates and altitude entered in the GCS to which the aircraft will automatically fly. Upon reaching the waypoint, the aircraft will typically move to the next sequential waypoint.

UAS in EM Standard Operating Guide

2019-02-25T22:27:44Z

Dmerrick: /* Pilot-in-Command */

'''SOG Version 1.6 | 25 FEB 19'''
==Introduction==
'''SOG Section 1 - Introduction'''
===Overview===
The Center for Disaster Risk Policy (CDRP) at Florida State University established the Unmanned Aircraft System research project to assess and improve the usability of small unmanned aircraft systems in the context of state, local, and federal disaster management. This project examines UAS hardware, software, policies and procedures, data collection methodologies, and crew training and education to develop best practices for UAS applications in emergency management. Governments and organizations at all levels are expressing interest in how UAS can be applied to emergency management processes, including mitigation, preparedness, response and recovery.

The Center for Disaster Risk Policy (CDRP) is the applied and field research arm of the Emergency Management and Homeland Security Program (EMHS) at FSU, and CDRP faculty and staff have decades of operational emergency management, communications, and information technology experience. CDRP Faculty and Staff, in conjunction with EMHS students have deployed UAS for a variety of emergency and disaster related projects, including risk reduction projects in Haiti and Belize, as well as hurricane response efforts in Florida and Texas. The CDRP UAS Team has worked with Florida Urban Search and Rescue (US&R) Task Forces in both exercises and real-world deployments.

===Purpose of this Document===
This Standard Operating Guide includes all non-aircraft specific information and operational guidelines for CDRP personnel operating a UAS.

Further, this document may be used as a template for any entity conducting UAS operations in support of emergency or disaster response agencies. This document is open source and available to anyone who may need it.

===Authors===
David Merrick, Jarrett Broder, Rob McDaniel, Jessica Weins, Tanya Shannon, Laura Hart, and Abra Kinch

===Published Location===
This guide and all supporting documents is published at http://uas.cdrp.net

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==Administration==
'''SOG Section 2 - Administration'''
===Administrative Control===
This unmanned aircraft system research project is under the administrative control of the Center for Disaster Risk Policy at Florida State University. All research and operations must comply with CDRP polices and procedures, University policies and procedures, as well as state, local and federal laws and regulations.

The CDRP UAS research project director is David Merrick - dmerrick at em fsu edu.

===Authority to Task===
Only the Director of the Center for Disaster Risk Policy at Florida State University or their delegates have the authority to task or assign any UAS resources (including but not limited to aircraft, personnel, or equipment) to any project, mission, or other assignment.

===Maintenance of this Document===
The CDRP UAS Standard Operating Guide is maintained and updated by the faculty/staff of CDRP and approved for publication by the Director of CDRP.

===Coordination with the Federal Aviation Administration===
For purposes of correspondence with the FAA, to include (but not limited to) aircraft registration, Certificate of Authorization (COA) applications, incident reporting, operational reporting, etc., this research program should be identified as:

:Center for Disaster Risk Policy
:Florida State University
:113 Collegiate Loop
:Bellamy 638
:Tallahassee, FL 32306-2250
:850.644.9961
:uas@em.fsu.edu

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==Unmanned Aircraft Systems Limitations and Requirements==
'''SOG Section 3 - UAS Limitations and Requirements'''
===Limitations and Requirements Overview===
All UAS operated by CDRP faculty, staff or students will meet the following requirements and limitations, without exceptions.

These limitations and requirements are in effect to ensure safe operation of the UAS and ensure the safety of the crew, onlookers and other personnel not directly involved in the operation.

These requirements are derived from 14 CFR Part 107, FAA Certificate of Authorization requirements, University guidelines, and Section 333 of the FAA Modernization and Reform Act of 2012.

===Weight===
The UAS will weigh less than 55lbs. at takeoff. This is gross weight (or 'all up' weight) including fuel sources (battery) and mission payload.

===Performance and Altitude===
The UAS will not exceed 86 knots of ground speed during flight. This equates to 100mph or 44m/s.

The UAS will not exceed 400' AGL unless specifically authorized by the FAA or if operated within the parameters of 14 CFR Part 107.

===Preflight Inspection===
Prior to any UAS flight, the Remote Pilot in Command (RPIC) will conduct a thorough inspection of all components of the UAS, including the air vehicle, ground control station, and communication devices. Systems not found to be in condition for safe flight or operation will not be utilized. Determination of 'safe flight or operation' rests with the RPIC.

Any discrepancies found during pre-flight inspections should be logged in the aircraft logbook.

===Minimum Crew===
All UAS operations will be conducted by a Remote Pilot in Command (RPIC) and at least one (1) Visual Observer (VO) or one (1) Aircraft Operator (AO), for a minimum crew of two (2). The RPIC has the final authority and responsibility for the safe operation of the UAS and the safety and well-being of UAS crewmembers. While not required a third crewmember (in either the VO or AO crew position) is recommended for safe operations.

===Failsafe/Lost Link Mode===
All UAS must be equipped with a failsafe/lost link mode in case of primary control link failure. This failsafe or lost link mode should return the aircraft to the launch point without requiring human intervention. Specific mission profiles may require a different failsafe mode to ensure the safety of persons on the ground.

===Flight Termination Option===
Each UAS should be equipped with an in-flight termination option. This would immediately kill power to the aircraft, resulting in an immediate and uncontrolled decent into terrain. Flight termination modes are not a replacement for lost link or failsafe modes. Flight termination should only be carried out when it is the only option to prevent injuries to bystanders or other persons not involved in the operation. Crew members should be briefed on how to initiate flight termination, as well as the effects of flight termination, before every sortie.

===Emergency Procedures Defined===
All UAS must have documented emergency procedures covering (at a minimum): engine or power failure; fire; loss of control link; loss of GPS; loss of telemetry data link; loss of video downlink. Emergency Procedures will be detailed in the Pilot's Operating Handbook as required in this SOG.

===Flight Controls===
All UAS must have a Primary Flight Controller (PFC) allowing the pilot manual (or a close approximation of manual) control over the aircraft. All UAS must have an autopilot capable of autonomous and user-directed flight.

The PFC must be in the immediate control of the Remote Pilot in Command at all times. "Immediate control" allows for persons other than the RPIC to manipulate the controls, however, the RPIC must remain in a position to retake controls in the event of an unsafe condition or emergency.

===Required Flight Modes/Autopilot Modes===
Each aircraft and autopilot combination provides different flight control modes. While the aircraft or autopilot may provide additional modes, the following are required:

* Manual/Stabilized/Atti Mode - Allows the pilot or pilot-in-command to manually control the aircraft. This mode may provide stabilization if required (as on a multi-rotor).
* Loiter/GPS Mode - Allows the aircraft to hold lateral position and altitude with minimal pilot input. Fixed-wing aircraft may circle a specific point.
* Return to Launch (RTL) or Return to Home (RTH) - Directs the aircraft to begin an automated least-time/least-distance return to the launch point. Useful as a failsafe mode, but not encouraged in normal operations. Obstacle avoidance it permitted in this mode.

===Battery Reserve===
Battery voltage is the 'fuel' for electric UAS. With this in mind, all UAS flights will end while the aircraft maintains a 20% battery reserve. Battery voltage and capacity should be measured using voltage of the battery per the aircraft POH.

===Aircraft Markings===
All UAS must be registered with the FAA. All aircraft must display the corresponding registration number (N-number or FA-number) in a permanent fashion so that it is visible while the UAS is on the ground.

UAS must show an external identifier of "Florida State University".

===Aircraft Documentation===
Each UAS will have a Pilot's Operating Handbook (POH) specific for the model. The POH will be located with the Ground Control Station and will be familiar to each crewmember.

The POH will include all documentation required by this SOG and will be available for inspection during all UAS operations.

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==Crewmembers==
'''SOG Section 4 - Crewmembers'''
===Crewmembers Defined===
UAS crewmembers constitute any personnel responsible for the safe operation of the unmanned aircraft, support systems, payload, or coordination systems. Crewmembers are classified into one of the following positions: Pilot-in-Command, Aircraft Operator, Sensor Operator, Visual Observer.

'''The required positions for all UAS flights are Pilot-in-Command and either a) Visual Observer, or b) Aircraft Operator.''' Other positions may be added to a flight if mission requirements and workload dictate.

===Remote Pilot-in-Command===
The Remote Pilot-in-Command (RPIC) flies the aircraft and is the final authority on all aspects of the UAS operation. The RPIC is responsible for all aspects of the UAS operation and supervises the Visual Observer, Aircraft Operator, and/or Sensor Operator.remote

====Remote Pilot-in-Command Required Standards====
*The RPIC must possess a current Part 107 Remote Pilot Certificate, or meet the minimum pilot standards as stated in the FAA-issued Certificate of Authorization (COA) being utilized to conduct flight operations.
*The RPIC must have met the knowledge and practical standards in the document [[UAS in EM Operator/Remote Pilot Standards]]

====Pilot-in-Command Currency Requirements====
*Prior to current UAS operations, the PIC will have logged a minimum of 2 hours as a UAS pilot and 3 take offs and 3 landings in the preceding 90 days. This is total time, not in a specific aircraft.

===Aircraft Operator===

The Aircraft Operator (AO) operates the UAS autopilot and autonomous systems. The aircraft Using these systems, the AO may control the aircraft using waypoint navigation or guided mode. The AO assists with the launch and recovery of the aircraft and coordinates with the Sensor Operator if assigned.

===Visual Observer===

The Visual Observer (VO) acts as a second set of eyes for the Pilot-in-Command and ensures safe operation of the UAS. This includes ensuring separation of UAS operations from manned aviation activity, enforcing minimum safe distances of bystanders and observers, and safe interaction of the crew. The VO assists with launch and recovery of the aircraft.

===Sensor Operator===

The Sensor Operator (SO) operates the UAS payload and/or sensors, including EO/IR cameras, digital still cameras, atmospheric sensors, or any other payload. The SO assists with the launch and recovery of the aircraft and coordinates with the Aircraft Operator if assigned.

===Training and Proficiency===

CDRP UAS crew will maintain proficiency through periodic training and proficiency flights.

Pilot-in-Command, Aircraft Operator, and Visual Observer must demonstrate proficiency in knowledge and practical standards every 90 days.

===Crew Flight Logs===

All crew are required to maintain accurate logs of all time associated with UAS flights. This includes, but is not limited to; time as Pilot-in-Command, time as Aircraft Operator, time as Visual Observer, time as Sensor Operator, and time as an instructor.

Flight logs should be consolidated once per calendar month, stored electronically in a centralized location, and reviewed periodically for accuracy and completeness.

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==Flight Environment==
'''SOG Section 5 - Flight Environment'''
===Airspace===
UAS Flights will primarily occur in Class G airspace. No operations will be conducted in Class A or Class B airspace. Operations in Class C and Class D airspace will only occur with prior approval of the FAA.

Operations within five (5) nautical miles of a non-towered airport will require approval from the airport authority prior to operations commencing.

''See Appendix A - Post Disaster Airspace Management and Coordination for more information regarding UAS operations during or after an emergency or disaster.''

===Line of Sight===
All UAS will be flown within the visual line of sight of the Pilot in Command and Visual Observer. Visual line of sight must be unaided through optical or electronic means (outside of standard prescription contact lenses or glasses).

===Altitude===
All UAS flights will be conducted at or below 400' AGL.

===Weather and Time of Day===
All UAS flights will operate at least 500 feet below or 2,000 feet horizontally from clouds. All UAS flights will be conducted when visibility is at least 3 statute miles from the Pilot in Command and Visual Observer.

All UAS flights will occur during daylight hours.

===Flight Risk Assessment===
Crew will conduct a thorough risk assessment prior to each UAS sortie. Factors considered will include weather, location, mission parameters, crew capacity and operational tempo.

The CDRP Risk Matrix tool is located in Appendix E - Risk Matrix.

===Preflight Briefing===
Prior to all UAS flights, sorties, or missions, a thorough preflight brief will be conducted for all crewmembers, observers and other participants. This briefing will include, at a minimum:

* Crewmember assignments
* Aircraft and payload summary
* Mission or purpose of flight
* Description of the mission or flight area
* Duration
* Weather
* Identification of coordinating/controlling agencies, entities, etc.
* Communications plan, including crew and outside communications
* Hazards to the aircraft and crew
* Description of primary launch and recovery area (LRA) and any alternate LRA's

===Launch and Recovery Areas===
Launch and Recovery Areas (LRAs) will be selected based on the requirements of the aircraft and the mission. LRAs must be located on property the UAS crew has a legal right/permission to access, and must provide a safe area to operate for the crew, observers, and aircraft.

LRA's must be clear of overhead power lines, telecommunication lines, and other obstacles.

===Operations Over People and Property===
The UAS will not be operated directly over any person at an altitude that is hazardous to the persons below in the event of a failure of the UAS or associated systems.

===Yield to Manned Aviation===
All UAS operations must remain clear of and immediately yield to manned aircraft operations. This includes ultra-light aircraft, parachutists, balloonists, parasailing activity, hang gliders, etc.

===Battery/Fuel Reserve===
All UAS will land with a 25% reserve battery power. This reserve may be used at the discretion of the pilot-in-command only to ensure safety of flight as well as people/material on the ground.

===Privacy===
UAS will not capture or retain imagery of private property or persons where doing so would violate a reasonable expectation of privacy.

For operations in the State of Florida, all flights will be conducted in compliance with State statute 934.50 "Searches and seizure using a drone."

===Stationary Ground Control Station===
UAS operations will only be conducted from stationary locations. The PIC or ground control station will not be located in a moving vehicle.

===Sterile Cockpit===
During critical flight operations, such as launch and recovery, the UAS crew will ensure that a 'sterile cockpit' is enforced around the ground control station. Sterile cockpit means that no extraneous conversation or non-essential activities will occur.

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==Maintenance==
'''SOG Section 6 - Maintenance'''
===Airframe Log===

All maintenance performed on UAS will be logged in the UAS airframe logbook. Each entry will include, at a minimum: the person performing the maintenance action, date, description of the maintenance action, and list of parts replaced.

Changes to the firmware, software, or operating system of the aircraft or autopilot must be logged.

===Periodic Inspection===

All UAS airframes will be inspected for damage every calendar quarter. These inspections will be logged in the UAS airframe logbook. This inspection must include: full power test, control surface check, transmitter/receiver range check, and autopilot functionality check.

===Payload Changes===

All payload changes will be logged in the UAS airframe logbook. This will included routine swaps of previously flown payloads.

===Bench and Acceptance Testing===

Any activity that changes the operational and/or flight characteristics will require that the UAS undergo bench and flight acceptance testing prior to further use.

Bench testing may be accomplished without propellers or rotors to ensure expected operation of autopilots, control surfaces, servos, etc. Bench testing should be performed before flight acceptance testing.

Flight acceptance testing must be performed prior to operational or research use. Flight testing should be conducted in a remote and secure location, with a limited crew exposure to the untested aircraft.

Changes to any of these systems requires bench and flight testing:

* Structural components of the airframe
* Motors
* Electronic speed controllers
* Power distribution systems
* Radio control transmitter or receiver
* Autopilot or flight controller
* Propellers (reconfigure only)

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==Permissions and Certifications to Fly==
'''SOG Section 7 - Permissions and Certifications to Fly'''
===Certificate of Authorization===

CDRP will obtain an Air Traffic Organization (ATO) issued Certificate of Authorization (COA) prior to conducting UAS operations for any purpose. This COA may be obtained for a Public Aircraft of flight operations that are a public good, or under a valid Section 333 exemption for commercial activities.

===Emergency Certificate of Authorization===

When operating in support of an emergency response or recovery effort, an Emergency Certificate of Authorization (E-COA) may be obtained from the FAA. The E-COA will authorize existing airframes and/or systems defined in an existing COA to operate in new airspace under specified guidelines.

The E-COA process requires the authorization of a response or recovery agency.

===Notice to Airmen===

If required by the COA, CDRP will request a Notice to Airmen (NOTAM) 48 to 72 hours in advance of UAS operations.

===Plan of Activities===

CDRP will provide a written Plan of Activities to the local ATO office with jurisdiction over the area encompassing the UAS operations. This written plan will be submitted as early as feasible prior to the commencement of UAS operations. CDRP will also make public the Plan of Activities on the website http://cdrp.net.

The Plan of Activities will include (at a minimum):

* Dates and times of UAS operations
* Contact name and phone number for the UAS pilot-in-command
* Make, model and N-number of the UAS to be flown
* Name and FAA certificate number of the UAS PIC
* Statement that the CDRP has obtained permission from the property owners and/or local officials to conduct the flight.
* Signature of exemption holder or representative
* A description of the flight activity, including maps and diagrams of the activity.

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==Appendices==
'''SOG Section 8 - Appendicies'''

*'''[[Appendix A - Post Disaster Airspace]]'''
*'''[[Appendix B - UAS Missions and Applications]]'''
*'''[[Appendix C - UAS Capabilities Outline]]'''
*'''[[Appendix D - Risk Matrix]]'''
*'''[[Appendix E - Acronyms and Glossary]]'''

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===Post-Disaster Airspace===
Flight operations, manned and unmanned, in post-disaster airspace are complicated and potentially dangerous. As such, close coordination between FAA ATO, the SERT Air Operations Branch and the UAS operator are critical. When operating in these environments, UAS crews should maintain a sterile cockpit at all times.

====UAS Coordination====
UAS flights supporting disaster response and/or recovery will occur only after coordination with and approval by the responsible Air Operations Branch at the city, county or state level. During all post-disaster UAS operations, CDRP will designate a UAS Coordinator as the direct contact to the Air Operations Branch. The UAS Coordinator will be co-located with the Air Operations Branch whenever practical.
====Airspace Deconfliction====
UAS operations need to be in compliance with the FAA Airspace Management Plan for Disasters (AMP). This is accomplished within the Air Operations Branch.

The standard FAA AMP calls for rotary wing search and rescue (SAR) and rotary wing sling load operations to occur between the surface and 500' AGL. This is in direct conflict with the typical airspace for small UAS operations. Therefore, it is recommended that UAS operations be segregated from active rotary wing SAR and sling load operations.

Pilots of manned aircraft are not likely to see a UAS at low altitude. Therefore it is the responsibility of the UAS crew to see and avoid manned aircraft at all times. UAS are required to always yield to manned aircraft.

UAS segregation should occur using three factors: geographic, altitude, and date/time. UAS flights should be authorized only in specific airspace, from the surface to a specific altitude (typically 400' AGL or less) and in specific date and time blocks. All altitude coordination with the AOB or ATC must be done in feet (English).

====Air Operations Branch Communication====
UAS crew must notify the AOB via telephone prior to launch of a UAS and again upon recovery. If the duration of the UAS sortie is to exceed 20 minutes, the UAS crew must notify the AOB every 20 minutes of the aircraft status, location, airspeed and altitude.

====Local Traffic Radio Communication====
The UAS crew must advise local air traffic via the established CTAF (Common Traffic Advisory Frequency) every 20 minutes of UAS position, airspeed and altitude. In case of operations near towered airports, these CTAF reports will be made to the local ATC controlling the airspace. In operations away from towered airports, CTAF calls will be made "in the blind" in the same manner as manned aircraft notify local traffic of activities in and around the traffic pattern of uncontrolled airports.
A.5 - Airspace Exceptions

In a post-disaster environment, particularly when a Temporary Flight Restriction (TFR) has been issued by the FAA, UAS Flights may occur in any type of airspace authorized by the FAA and the Air Operations Branch.

===UAS Mission Profiles===
UAS operations can support several missions typically managed by the Florida SERT Air Operations Branch (AOB), including '''Incident Awareness and Assessment (IAA), Aerial imagery''' and '''Airborne search and rescue'''. These activities support the AOB defined mission priorities of reconnaissance, property protection, environmental protection, and lifesaving.

To accomplish these activities, UAS operations can be broken down into several UAS mission types applicable to emergency management. Each of these UAS mission types has payload requirements as well as specific products - the output of the mission. By understanding the products of each of these mission type, managers can apply an appropriate mission to an activity and/or priority.

Some aircraft and payload combinations allow for the payload to be configured in flight to accomplish different mission types. Others require the payload to be configured on the ground, prior to launch, and is not changeable in flight.

A specific mission profile is capable of generating specific products and outputs. Further, each mission profile has set requirements in the context of airframe, payload, supplemental equipment, and crew.

====Still Imaging====
Still image collection can capture either vertical or oblique imagery.

Vertical still images (also called nadir images) are taken with the camera oriented so that it is pointed straight down (vertically) at the ground. Each image captured is what appears directly below the aircraft. No horizon is visible. Vertical still images look like small parts of a map, and provide roughly consistent scale across the entire image. The vertical perspective also makes the measurement of direction and distance possible on the raw photo.

Oblique still images are taken with the camera oriented horizontally or at an angle other than vertical. High angle oblique images have the apparent horizon visible in the image, while low angle oblique images do not. Oblique images have some significant advantages over vertical images. At similar altitudes, oblique images show more area than a vertical image, though perspective creates significant distortions in scale and distance. Oblique images also can show features that are not visible in vertical images, such as walls of buildings.

The camera may be configured to capture images on a timed cycle using an intervalometer or it may be connected to the aircraft autopilot to capture images spaced by a set distance, such as every 50 meters. Further, some payloads and/or cameras may allow the operator to trigger the camera manually.

To be effective in this mission, all images must be tagged with the geographic coordinates of the camera when the image was taken. To accomplish this, the camera should either have an integrated global positioning system (GPS) or the images may be geocoded using autopilot logs during post-flight processing.

Note that oblique still images cannot be used to create ortho-rectified mosaics or maps.

'''Requirements'''
* Still imaging payload or camera, including any required stabilization mounts (anti-vibration, gimbal, etc.) and recording media (SD Card, etc.)
* Transmitter for imaging feed to ground control station
* Receiver and monitor for imaging feed
* GPS logging of aircraft position during flight

'''Products or Outputs'''
* Still images
* Still images with geographic representation
* Ortho-rectified mosaic
* Digital maps
* Printed maps
* Digital elevation models

====Video Imaging====

Video image collection can capture either vertical or oblique imagery. Classification of video as vertical or oblique follows the same guidelines as described in '''Still Imaging.'''

For the highest quality video imagery the camera should be stabilized using a brushless gimbal that negates or reduces the apparent movement of the aircraft.

Embedding location coordinates in video imagery is not possible in the same way it is accomplished in still imagery. Geographic information (location information) from the aircraft's autopilot flight logs may be synced to the video file in post-processing to illustrate the location of the video.

Video imaging may include live video transmitted to the ground in addition to video recorded and stored on the aircraft.

'''Requirements'''
* Video imaging payload or camera, including any required stabilization mounts (anti-vibration, gimbal, etc.) and recording media (SD Card, etc.)
* Transmitter for imaging feed to ground control station
* Receiver and monitor for imaging feed in ground control station
* GPS logging of aircraft position during flight

'''Products or Outputs'''
* Live video
* Post-mission video
* Still images from video
* Pushbroom images from video

====Infrared Imaging====

Infrared image collection can capture either vertical or oblique video imagery in the near infrared spectrum. Classification of infrared imagery as vertical or oblique follows the same guidelines as described in '''Still Imaging.'''

For the highest quality infrared imagery the camera should be stabilized using a brushless gimbal that negates or reduces the apparent movement of the aircraft.

Embedding location coordinates in infrared video imagery is not possible in the same way it is accomplished in still imagery. Geographic information (location information) from the aircraft's autopilot flight logs may be synced to the infrared video file in post-processing to illustrate the location of the infrared video.

Infrared video imaging may include live video transmitted to the ground in addition to high-definition video recorded and stored on the aircraft.

'''Requirements'''
* IR imaging payload or camera, including any required stabilization mounts (anti-vibration, gimbal, etc.) and recording media (SD Card, etc.)
* Transmitter for imaging feed to ground control station
* Receiver and monitor for imaging feed
* GPS logging of aircraft position during flight

'''Products or Outputs'''
* Live infrared video
* Post-mission infrared video
* Still images from infrared video
* Pushbroom images from infrared video

====Low Level Corridor Imaging====

Low level corridor imaging is a specialized video imaging mission profile intended for flood assessment in streets with limited overhead clearance due to trees and power lines.

'''Requirements'''
* Video imaging payload or camera, including any required stabilization mounts (anti-vibration, gimbal, etc.) and recording media (SD Card, etc.)
* Video camera suitable for navigation and obstacle clearance (First Person View camera)
* Transmitter for imaging feed to ground control station
* Receiver and monitor for imaging feed in ground control station
* GPS logging of aircraft position during flight
Products of Video Imaging Mission Profile
* Live video
* Post-mission video
* Still images from video

====Life Safety Equipment Deployment====

[ in development ]

===UAS Data Processing===
Once the UAS sortie is complete, the data collected must be processed into a usable product. That product must then be distributed (made available in some way) to the end user. This Annex serves as a base document to discuss the post-mission processing and distribution required for a variety of UAS mission types.

To support the distribution of products, the following items/services are required:

* High-speed (broadband) internet access such as 4G or WiFi
* An internet Content Management System (CMS) such as WordPress, Mura, or Google Sites. (Google Docs may be used in this role).
* A Google account capable of supporting Google Hangouts, YouTube streaming, Google Photos, Google My Maps, and Picasa Web Albums
* The following software packages installed and configured on the computer to process photos and videos:
** Google Picasa (https://picasa.google.com/)
** Google Chrome (http://www.google.com/chrome/) (Highly recommended)
** Google Earth Pro (https://www.google.com/earth/download/gep/agree.html)
** Skitch by Evernote (https://evernote.com/skitch/)
** GPicSync (https://github.com/metadirective/gpicsync)
** Garmin VIRB Edit (http://www.garmin.com/en-US/shop/downloads/virb-edit)
** Agisoft Photoscan Pro

====Still Images (with Geographic Representation)====

Still images are the simplest of all UAS products. They can be processed to remove distortion or simply distributed ‘raw’ as they are downloaded from the aircraft.

All camera payloads are capable of capturing still imagery either on command from the pilot or via an intervalometer script or device.

'''Processing Workflow'''

# Create directory structure to contain mission images
# Create map and description of the mission area in Google Maps.
# Publish map and mission description to CMS.
# Download still images from the aircraft and clear the aircraft memory card.
# Geolocate images
# If the camera payload contains GPS functionality (such as a Garmin VIRB) then images are geolocated automatically. No further action is required. Skip to step 9.
# Images captured with a non-GPS camera (such as a Canon SX260 or GoPro Hero 4) must have the coordinates of the location the image was captured at written into the file. This can be accomplished by synchronizing the autopilot flight log and the captured images using software such as GPicSync.
# Verify image location data.
# Location information in the images should be reviewed for accuracy.
# Save mission photo set into the appropriate directory structure
# Import mission photo set into Picasa as a Album
# Initial exploitation - delete unnecessary photos, etc.
# Post-process images for color correction or to correct lens distortion (optional)
# Watermark images (optional)
# Upload to Picasa Web Albums, confirm sharing settings (set to Limited).
# Publish link to Picasa Web Album to CMS, notify of availability of initial imagery.
# From Picasa Web Album page, save the album’s KML file.
# Publish KML to CMS, notify of availability.
# Secondary exploitation - Mark and identify features, issues, etc. using Skitch.
# Add annotated photos from Skitch to Picasa album.
# Upload annotated photos to Picasa Web Albums.
# Publish notes about annotations to CMS, notify of availability of exploited imagery.

'''Distribution'''

End user access to the still images is available via the Content Management System and Picasa Web Albums. The images can also be distributed via USB drive, CD-ROM, or other removable media.

====Ortho-rectified Mosaic====

During post flight processing, the geo-tagged still images can be stitched together using software to create an ortho-rectified mosaic image of the entire area covered by the flight, creating a pseudo-map. This process can be time consuming and creates large datasets, which may be difficult to distribute via the internet. Ortho-rectified mosaics are too large to be distributed via most email systems.

Ortho-rectified mosaics (referred to as ‘orthos’ from here on) are useful for analyzing large areas and are easier to understand than a collection of still images (such as the Still Images product).

'''Processing Workflow'''

# At a minimum, perform Steps 1 through 7 of the Still Images Processing Workflow. Recommended that all steps in the Still Image Processing Workflow be completed prior to this workflow being started.
# Load photos into Agisoft Photoscan Pro and process to obtain a JPG or PNG format Orthophoto. This process will take considerable time!
# Publish notes about orthos to CMS, notify of availability of orthos.

'''Distribution'''

End user access to the processed orthophoto will be via USB drive or other removable media. In some situations, it may be possible to provide online access to the orthophoto via FTP or other web services, but this will require excellent IT infrastructure to accomplish.

====Digital Maps====

Digital maps may look and feel like an ortho-rectified mosaic, but they contain editorialized information. Utilizing the ortho-rectified mosaic image, geographical information system (GIS) software can create full featured maps for distribution via print or electronic means (internet delivery). This process is manual and may take considerable time (days) during post-processing.

'''Processing Workflow'''

# At a minimum, perform Steps 1 through 7 of the Still Images Processing Workflow. Recommended that all steps in the Still Image Processing Workflow be completed prior to this workflow being started.
# Perform the Ortho-rectified Mosaic workflow.
# Using ArcGIS, QGIS, TileMill or similar software packages (not prescribed here), create digital map products from the created ortho.
# Using a digital map tile creation tool, publish the resulting map tiles on the internet.
# Publish notes about maps to CMS, notify of availability of map products.

'''Distribution'''

Digital map tiles, once published online, can be utilized by a variety of digital tools on desktop and mobile platforms.

====Digital Elevation Model====

During post flight processing, vertical still images can be used to create a three-dimensional model of the area observed. This model can be utilized as a Digital Elevation Model or used to create contour lines on a map. This process takes considerable processing time and may require detailed ground surveys to occur simultaneously with original flight(s).

'''Processing Workflow'''

# At a minimum, perform Steps 1 through 7 of the Still Images Processing Workflow. Recommended that all steps in the Still Image Processing Workflow be completed prior to this workflow being started.
# Perform the Ortho-rectified Mosaic workflow.
# In PhotoScan Pro, Generate a Digital Elevation Model (DEM) file.
# Upload the DEM file to the CMS and publish link.
# Publish notes about DEM to CMS, notify of availability of DEM products.

'''Distribution'''

Digital Elevation Model files are relatively small in size, and can be distributed online (as in the workflow above) or via any USB or removable media.

====Live Video (Color or IR)====

Live video, transmitted from the aircraft to the ground while in flight, is a valuable decision making tool. Live Video can be combined with just about any mission type, even if the primary mission is not to shoot video.

This process utilizes YouTube’s Live Streaming capability. This tool provides for live broadcast of a video stream, as well as an immediate archive of the video after the live broadcast ends. Access to the video can be restricted via obfuscation (viewers must have the URL) or access control - users must sign in via username and password.

Live video transmission to the ground station is standard definition (SD, 640x480 pixels) when originating from the 3DR Iris+, FireFLY6, or 3DR Y6. Live video is high definition (720p, 1280x720 pixels) when originating from the DJI Phantom 3 Advanced or DJI Inspire 1

Live video is only possible while the aircraft and payload are within transmission range of the ground station.

Live video requires broadband internet at the Ground Control Station - preferably 4G or LTE service. There will be a delay in the video stream of between 30 and 60 seconds.

'''Processing Workflow'''

# Create map and description of the mission area in Google Maps.
# Publish map and mission description to CMS.
# Prior to flight, test video downlink.
# Connect USB video capture device to laptop used to process/transmit video.
# Connect video receiver on the ground to the USB capture device inputs.
# UAS Crew utilizes receiver/monitor in the Ground Station to monitor the aircraft and provide real-time assessment and planning.
# Launch YouTube Dashboard (https://www.youtube.com/dashboard) in Google Chrome
# Schedule a new “Live Streaming Event”, using the “Quick” (Google+ Hangouts on Air). Set privacy to “Unlisted” or “Private”. Title and description must be completed and should include reference to the mission identifier, date and time.
# Click ‘Go Live Now’. This will launch Google+ Hangouts On Air.
# Select the USB capture device as the input for the Google Hangout video. The video from the UAS should now be displayed on the screen.
# Click ‘Start Broadcast’.
# During the mission, the Hangout Toolbox can be used to display text information over the video, or to replace the video with still images.
# From the YouTube Dashboard, get the URL of the Live YouTube stream.
# Publish link to the CMS, notify of availability of live video imagery.
# At the conclusion of the flight, shut down the live stream.
# Modify the link on the CMS to indicate the link is no longer live, but an archived version of a previously live video.
# Publish notes about video to CMS, notify of availability of archived video imagery.

'''Distribution'''

All distribution of the live video is via the internet.

====Post-Mission Video (Color or IR)====

In situations where internet access is not available, video can be recorded in-flight and processed and distributed after the sortie or mission. This mission is not dependent on the Live Video mission type - it can be run simultaneously or stand alone.

Unlike Live Video, Post-Mission Video is always high-definition, typically 1080p resolution.

'''Processing Workflow'''

# Create directory structure to contain mission video.
# Create map and description of the mission area in Google Maps.
# Publish map and mission description to CMS.
# Download video from the aircraft and clear the aircraft/payload memory card.
# Download the autopilot log for the flight.
# Synchronize the video to the log and create location visualizations using Garmin VIRB Edit or similar software.
# Initial exploitation - edit video to remove unnecessary segments (launch, landing, etc.)
# Downsample video to minimum acceptable resolution
# Upload video to Google Drive
# Publish link to Google Drive video to CMS, notify of availability of processed video.
# Publish notes about video to CMS.

'''Distribution'''

Final processed videos may be very large, depending on resolution and duration. Videos should be uploaded to Google Drive as soon as practical but lack of bandwidth may delay this process. Post-Mission Video can also be distributed via USB drive or other removable media. In many cases, this may be the preferred method.

====Still Images from Video (Color or IR)====

During processing of Post-Mission Video, it may be desirable to capture still images from the video file. This can be accomplished using a variety of techniques, from dedicated software to taking a screenshot of the video while paused.

Once the images are captured, they can be processed as Still Images as described in '''Still Images (with Geographic Representation)''' manual geotagging will be required.

===UAS Capabilities Outline===

These figures should be used for rough planning purposes only.

====3DRobotics IRIS+ Multirotor====

:'''Endurance:''' 11 minutes (with reserve)
:'''Inventory''': 5 aircraft
:'''Missions:''' Still imagery, video imagery (live SD and post-processed), Life safety drop
:'''Minimum Crew:''' 2
:'''Coverage at 400' AGL: '''19 acres (.075 sq. km. / 7.5 hectares)
:'''Coverage at 200' AGL:''' 9.5 acres (.038 sq. km. / 3.85 hectares)

====3DRobotics Y6 Multirotor====

:'''Endurance:''' 11 minutes (with reserve)
:'''Inventory:''' 1 aircraft
:'''Missions:''' Still imagery, video imagery (live SD and post-processed)
:'''Minimum Crew:''' 2
:'''Coverage at 400' AGL:''' 19 acres (.075 sq. km. / 7.5 hectares)
:'''Coverage at 200' AGL:''' 9.5 acres (.038 sq. km. / 3.85 hectares)

====Swift Radioplanes Lynx UAS Fixed-Wing====

:'''Endurance:''' 80 minutes (with reserve)
:'''Inventory:''' 1 aircraft
:'''Missions:''' Still imagery (Nadir)
:'''Minimum Crew:''' 2, 3 Preferred
:'''Coverage at 400' AGL: '''1112 acres (4.5 sq. km. / 450 hectares)
:'''Coverage at 200' AGL:''' 556 acres (2.25 sq. km. / 225 hectares)

====DJI Inspire 1 Multirotor====

:'''Endurance:''' 18 minutes
:'''Inventory:''' 1 aircraft
:'''Missions: '''Still imagery, video imagery (live HD and post-processed)
:'''Minimum Crew: '''2
:'''Coverage at 400' AGL:''' 30 acres (.12 sq. km. / 12 hectares)
:'''Coverage at 200' AGL:''' 15 acres (.06 sq. km. / 5 hectares)

====DJI Phantom 3 Advanced Multirotor====

:'''Endurance:''' 20 minutes
:'''Inventory:''' 1 aircraft
:'''Missions:''' Still imagery, video imagery (post-processed only)
:'''Minimum Crew:''' 2
:'''Coverage at 400' AGL:''' 30 acres (.12 sq. km. / 12 hectares)
:'''Coverage at 200' AGL:''' 15 acres (.06 sq. km. / 5 hectares)

===Risk Matrix===

The current EMHS/CDRP Risk Matrix appears below. It can be accessed at:

https://drive.google.com/folderview?id=0B7eEPWQtRx9UfnBGcktYQmdzb1NXemM3N0tmMHlNNE9BR0ZSVG9rVnowZnBiaGNjbmJvOVk&usp=sharing

===Glossary and Acronyms===

====Acronyms====

:'''AGL''' - Altitude above ground level
:'''AO''' - Aircraft Operator
:'''AOB''' - Air Operations Branch
:'''ATO''' - Air Traffic Organization
:'''COA''' - Certificate of Authorization
:'''CTAF''' - Common Traffic Advisory Frequency
:'''FAA''' - Federal Aviation Administration
:'''GCS''' - Ground Control System
:'''IR''' - Infrared
:'''MSL''' - Altitude above mean sea level
:'''NOTAM''' - Notice to Airmen
:'''NM''' - Nautical mile
:'''PFC''' - Primary Flight Controller
:'''PIC''' - Pilot-in-Command
:'''POH''' - Pilot's Operating Handbook
:'''SO''' - Sensor Operator
:'''SOG''' - Standard Operating Guide
:'''TFR''' - Temporary Flight Restriction
:'''UAS''' - Unmanned Aircraft Systems
:'''UAV''' - Unmanned Aerial Vehicle
:'''VO''' - Visual Observer

====Glossary====

:'''Air Operations Branch''' - Branch of the Incident Command System responsible for the coordination and direction of all airborne assets and activities.

:'''Air Traffic Organization''' - Administrative division of the FAA responsible for the safe control of all air traffic in the United States.

:'''Aircraft logbook''' - Logbook for each aircraft detailing flight time, maintenance and repairs.

:'''Aircraft Operator''' - Crewmember responsible for operation of the autopilot and autonomous flight systems.

:'''Certificate of Authorization''' - Authorization from the FAA to operate a UAS for research or public use.

:'''Certificated Pilot''' - A pilot in possession of a valid and current pilot's certificate issued by the FAA or other international aviation authority.

:'''Commercial Pilot Certificate '''- A pilot's certificate valid for commercial operations (for hire).

:'''Crew '''- Personnel required for the safe and effective operation of the UAS.

:'''Failsafe mode '''- Automated mode which is triggered when the UAS loses connection/signal from the GCS and/or PFC. Typically the failsafe mode is 'return to launch'.

:'''Flight''' - One launch to landing cycle of the aircraft and crew.

:'''Ground Control Station''' - Computer, tablet and/or other communications equipment on the ground designed to interface with and control the aircraft and autopilot.

:'''Guided Mode '''- Autopilot controlled flight mode in which the Aircraft Operator clicks on a map interface to direct the aircraft to fly to that location.

:'''Medical Certificate '''- An FAA issued certificate indicating the holder has passed a flight physical and background check. Medical Certificates are issued in three classes, First, Second and Third, and are good for a limited period of time.

:'''Mission '''- One assigned objective for the UAS and crew to accomplish. A single mission may require multiple sorties or flights.

:'''N-Number''' - FAA aircraft registration number. In the United States, all aircraft registration numbers begin with the letter 'N'.

:'''Non-towered Airport '''- An airport without an operating/staffed control tower.

:'''Notice to Airmen''' - A standard method of informing the aviation/pilot community of a special or temporary condition that may impact the safety of flight.

:'''Pilot-in-Command '''- The individual who has final authority and responsibility for the aircraft and crew.

:'''Pilot's Operating Handbook''' - The manual that outlines all aspects of the safe and effective operation of a specific aircraft or UAS.

:'''Private Pilot Certificate''' - A pilot's certificate valid for personal or non-commercial/non-compensated use.

:'''Registration number''' - See N-number

:'''Safety Pilot''' - Pilot or operator of the UAS who utilizes the Primary Flight Control to maneuver (or 'fly') the aircraft. The safety pilot is typically also the Pilot-in-Command.

:'''Sensor Operator''' - Crew member responsible for the configuration and operation of the sensor payload as well as equipment that supports that payload.

:'''Sortie''' - A single flight of the UAS or aircraft.

:'''Temporary Flight Restriction''' - A temporary restriction placed by the FAA on a specific piece of airspace for a specific time. Enforced to ensure the safety of aircraft as well as people on the ground. TFR's are common over a disaster impact area to prevent normal traffic from interfering with search and rescue aircraft, etc.

:'''Towered Airport''' - An airport with an operating and manned air traffic control tower.

:'''Unmanned Aerial Vehicle''' - Acceptable term for an unmanned aircraft. Refers to the aircraft itself.

:'''Unmanned Aircraft System '''- The FAA adopted term for an unmanned aircraft as well as the systems, equipment, and crew that support that aircraft. This is the preferred terminology.

:'''Visual Observer''' - Crew member responsible for ensuring the UAS does not interfere with other aircraft or obstacles.

:'''Waypoint''' - A set of coordinates and altitude entered in the GCS to which the aircraft will automatically fly. Upon reaching the waypoint, the aircraft will typically move to the next sequential waypoint.

UAS in EM Standard Operating Guide

2019-02-25T22:26:27Z

Dmerrick: /* Required Flight Modes/Autopilot Modes */

'''SOG Version 1.6 | 25 FEB 19'''
==Introduction==
'''SOG Section 1 - Introduction'''
===Overview===
The Center for Disaster Risk Policy (CDRP) at Florida State University established the Unmanned Aircraft System research project to assess and improve the usability of small unmanned aircraft systems in the context of state, local, and federal disaster management. This project examines UAS hardware, software, policies and procedures, data collection methodologies, and crew training and education to develop best practices for UAS applications in emergency management. Governments and organizations at all levels are expressing interest in how UAS can be applied to emergency management processes, including mitigation, preparedness, response and recovery.

The Center for Disaster Risk Policy (CDRP) is the applied and field research arm of the Emergency Management and Homeland Security Program (EMHS) at FSU, and CDRP faculty and staff have decades of operational emergency management, communications, and information technology experience. CDRP Faculty and Staff, in conjunction with EMHS students have deployed UAS for a variety of emergency and disaster related projects, including risk reduction projects in Haiti and Belize, as well as hurricane response efforts in Florida and Texas. The CDRP UAS Team has worked with Florida Urban Search and Rescue (US&R) Task Forces in both exercises and real-world deployments.

===Purpose of this Document===
This Standard Operating Guide includes all non-aircraft specific information and operational guidelines for CDRP personnel operating a UAS.

Further, this document may be used as a template for any entity conducting UAS operations in support of emergency or disaster response agencies. This document is open source and available to anyone who may need it.

===Authors===
David Merrick, Jarrett Broder, Rob McDaniel, Jessica Weins, Tanya Shannon, Laura Hart, and Abra Kinch

===Published Location===
This guide and all supporting documents is published at http://uas.cdrp.net

[[File:transparent.gif|150px|link=]]
==Administration==
'''SOG Section 2 - Administration'''
===Administrative Control===
This unmanned aircraft system research project is under the administrative control of the Center for Disaster Risk Policy at Florida State University. All research and operations must comply with CDRP polices and procedures, University policies and procedures, as well as state, local and federal laws and regulations.

The CDRP UAS research project director is David Merrick - dmerrick at em fsu edu.

===Authority to Task===
Only the Director of the Center for Disaster Risk Policy at Florida State University or their delegates have the authority to task or assign any UAS resources (including but not limited to aircraft, personnel, or equipment) to any project, mission, or other assignment.

===Maintenance of this Document===
The CDRP UAS Standard Operating Guide is maintained and updated by the faculty/staff of CDRP and approved for publication by the Director of CDRP.

===Coordination with the Federal Aviation Administration===
For purposes of correspondence with the FAA, to include (but not limited to) aircraft registration, Certificate of Authorization (COA) applications, incident reporting, operational reporting, etc., this research program should be identified as:

:Center for Disaster Risk Policy
:Florida State University
:113 Collegiate Loop
:Bellamy 638
:Tallahassee, FL 32306-2250
:850.644.9961
:uas@em.fsu.edu

[[File:transparent.gif|150px|link=]]
==Unmanned Aircraft Systems Limitations and Requirements==
'''SOG Section 3 - UAS Limitations and Requirements'''
===Limitations and Requirements Overview===
All UAS operated by CDRP faculty, staff or students will meet the following requirements and limitations, without exceptions.

These limitations and requirements are in effect to ensure safe operation of the UAS and ensure the safety of the crew, onlookers and other personnel not directly involved in the operation.

These requirements are derived from 14 CFR Part 107, FAA Certificate of Authorization requirements, University guidelines, and Section 333 of the FAA Modernization and Reform Act of 2012.

===Weight===
The UAS will weigh less than 55lbs. at takeoff. This is gross weight (or 'all up' weight) including fuel sources (battery) and mission payload.

===Performance and Altitude===
The UAS will not exceed 86 knots of ground speed during flight. This equates to 100mph or 44m/s.

The UAS will not exceed 400' AGL unless specifically authorized by the FAA or if operated within the parameters of 14 CFR Part 107.

===Preflight Inspection===
Prior to any UAS flight, the Remote Pilot in Command (RPIC) will conduct a thorough inspection of all components of the UAS, including the air vehicle, ground control station, and communication devices. Systems not found to be in condition for safe flight or operation will not be utilized. Determination of 'safe flight or operation' rests with the RPIC.

Any discrepancies found during pre-flight inspections should be logged in the aircraft logbook.

===Minimum Crew===
All UAS operations will be conducted by a Remote Pilot in Command (RPIC) and at least one (1) Visual Observer (VO) or one (1) Aircraft Operator (AO), for a minimum crew of two (2). The RPIC has the final authority and responsibility for the safe operation of the UAS and the safety and well-being of UAS crewmembers. While not required a third crewmember (in either the VO or AO crew position) is recommended for safe operations.

===Failsafe/Lost Link Mode===
All UAS must be equipped with a failsafe/lost link mode in case of primary control link failure. This failsafe or lost link mode should return the aircraft to the launch point without requiring human intervention. Specific mission profiles may require a different failsafe mode to ensure the safety of persons on the ground.

===Flight Termination Option===
Each UAS should be equipped with an in-flight termination option. This would immediately kill power to the aircraft, resulting in an immediate and uncontrolled decent into terrain. Flight termination modes are not a replacement for lost link or failsafe modes. Flight termination should only be carried out when it is the only option to prevent injuries to bystanders or other persons not involved in the operation. Crew members should be briefed on how to initiate flight termination, as well as the effects of flight termination, before every sortie.

===Emergency Procedures Defined===
All UAS must have documented emergency procedures covering (at a minimum): engine or power failure; fire; loss of control link; loss of GPS; loss of telemetry data link; loss of video downlink. Emergency Procedures will be detailed in the Pilot's Operating Handbook as required in this SOG.

===Flight Controls===
All UAS must have a Primary Flight Controller (PFC) allowing the pilot manual (or a close approximation of manual) control over the aircraft. All UAS must have an autopilot capable of autonomous and user-directed flight.

The PFC must be in the immediate control of the Remote Pilot in Command at all times. "Immediate control" allows for persons other than the RPIC to manipulate the controls, however, the RPIC must remain in a position to retake controls in the event of an unsafe condition or emergency.

===Required Flight Modes/Autopilot Modes===
Each aircraft and autopilot combination provides different flight control modes. While the aircraft or autopilot may provide additional modes, the following are required:

* Manual/Stabilized/Atti Mode - Allows the pilot or pilot-in-command to manually control the aircraft. This mode may provide stabilization if required (as on a multi-rotor).
* Loiter/GPS Mode - Allows the aircraft to hold lateral position and altitude with minimal pilot input. Fixed-wing aircraft may circle a specific point.
* Return to Launch (RTL) or Return to Home (RTH) - Directs the aircraft to begin an automated least-time/least-distance return to the launch point. Useful as a failsafe mode, but not encouraged in normal operations. Obstacle avoidance it permitted in this mode.

===Battery Reserve===
Battery voltage is the 'fuel' for electric UAS. With this in mind, all UAS flights will end while the aircraft maintains a 20% battery reserve. Battery voltage and capacity should be measured using voltage of the battery per the aircraft POH.

===Aircraft Markings===
All UAS must be registered with the FAA. All aircraft must display the corresponding registration number (N-number or FA-number) in a permanent fashion so that it is visible while the UAS is on the ground.

UAS must show an external identifier of "Florida State University".

===Aircraft Documentation===
Each UAS will have a Pilot's Operating Handbook (POH) specific for the model. The POH will be located with the Ground Control Station and will be familiar to each crewmember.

The POH will include all documentation required by this SOG and will be available for inspection during all UAS operations.

[[File:transparent.gif|150px|link=]]

==Crewmembers==
'''SOG Section 4 - Crewmembers'''
===Crewmembers Defined===
UAS crewmembers constitute any personnel responsible for the safe operation of the unmanned aircraft, support systems, payload, or coordination systems. Crewmembers are classified into one of the following positions: Pilot-in-Command, Aircraft Operator, Sensor Operator, Visual Observer.

'''The required positions for all UAS flights are Pilot-in-Command and either a) Visual Observer, or b) Aircraft Operator.''' Other positions may be added to a flight if mission requirements and workload dictate.

===Pilot-in-Command===
The Pilot-in-Command (PIC) flies the aircraft and is the final authority on all aspects of the UAS operation. The PIC is responsible for all aspects of the UAS operation and supervises the Visual Observer, Aircraft Operator, and/or Sensor Operator.

====Pilot-in-Command Required Standards====
*The PIC must possess a current Part 107 Remote Pilot Certificate, or meet the minimum pilot standards as stated in the FAA-issued Certificate of Authorization (COA) being utilized to conduct flight operations.
*The PIC must have meet the knowledge and practical standards in the document [[UAS in EM Operator/Remote Pilot Standards]]

====Pilot-in-Command Currency Requirements====
*Prior to current UAS operations, the PIC will have logged a minimum of 5 hours as a UAS pilot and 3 take offs and 3 landings in the preceding 90 days. This is total time, not in a specific aircraft.

===Aircraft Operator===

The Aircraft Operator (AO) operates the UAS autopilot and autonomous systems. The aircraft Using these systems, the AO may control the aircraft using waypoint navigation or guided mode. The AO assists with the launch and recovery of the aircraft and coordinates with the Sensor Operator if assigned.

===Visual Observer===

The Visual Observer (VO) acts as a second set of eyes for the Pilot-in-Command and ensures safe operation of the UAS. This includes ensuring separation of UAS operations from manned aviation activity, enforcing minimum safe distances of bystanders and observers, and safe interaction of the crew. The VO assists with launch and recovery of the aircraft.

===Sensor Operator===

The Sensor Operator (SO) operates the UAS payload and/or sensors, including EO/IR cameras, digital still cameras, atmospheric sensors, or any other payload. The SO assists with the launch and recovery of the aircraft and coordinates with the Aircraft Operator if assigned.

===Training and Proficiency===

CDRP UAS crew will maintain proficiency through periodic training and proficiency flights.

Pilot-in-Command, Aircraft Operator, and Visual Observer must demonstrate proficiency in knowledge and practical standards every 90 days.

===Crew Flight Logs===

All crew are required to maintain accurate logs of all time associated with UAS flights. This includes, but is not limited to; time as Pilot-in-Command, time as Aircraft Operator, time as Visual Observer, time as Sensor Operator, and time as an instructor.

Flight logs should be consolidated once per calendar month, stored electronically in a centralized location, and reviewed periodically for accuracy and completeness.

[[File:transparent.gif|150px|link=]]
==Flight Environment==
'''SOG Section 5 - Flight Environment'''
===Airspace===
UAS Flights will primarily occur in Class G airspace. No operations will be conducted in Class A or Class B airspace. Operations in Class C and Class D airspace will only occur with prior approval of the FAA.

Operations within five (5) nautical miles of a non-towered airport will require approval from the airport authority prior to operations commencing.

''See Appendix A - Post Disaster Airspace Management and Coordination for more information regarding UAS operations during or after an emergency or disaster.''

===Line of Sight===
All UAS will be flown within the visual line of sight of the Pilot in Command and Visual Observer. Visual line of sight must be unaided through optical or electronic means (outside of standard prescription contact lenses or glasses).

===Altitude===
All UAS flights will be conducted at or below 400' AGL.

===Weather and Time of Day===
All UAS flights will operate at least 500 feet below or 2,000 feet horizontally from clouds. All UAS flights will be conducted when visibility is at least 3 statute miles from the Pilot in Command and Visual Observer.

All UAS flights will occur during daylight hours.

===Flight Risk Assessment===
Crew will conduct a thorough risk assessment prior to each UAS sortie. Factors considered will include weather, location, mission parameters, crew capacity and operational tempo.

The CDRP Risk Matrix tool is located in Appendix E - Risk Matrix.

===Preflight Briefing===
Prior to all UAS flights, sorties, or missions, a thorough preflight brief will be conducted for all crewmembers, observers and other participants. This briefing will include, at a minimum:

* Crewmember assignments
* Aircraft and payload summary
* Mission or purpose of flight
* Description of the mission or flight area
* Duration
* Weather
* Identification of coordinating/controlling agencies, entities, etc.
* Communications plan, including crew and outside communications
* Hazards to the aircraft and crew
* Description of primary launch and recovery area (LRA) and any alternate LRA's

===Launch and Recovery Areas===
Launch and Recovery Areas (LRAs) will be selected based on the requirements of the aircraft and the mission. LRAs must be located on property the UAS crew has a legal right/permission to access, and must provide a safe area to operate for the crew, observers, and aircraft.

LRA's must be clear of overhead power lines, telecommunication lines, and other obstacles.

===Operations Over People and Property===
The UAS will not be operated directly over any person at an altitude that is hazardous to the persons below in the event of a failure of the UAS or associated systems.

===Yield to Manned Aviation===
All UAS operations must remain clear of and immediately yield to manned aircraft operations. This includes ultra-light aircraft, parachutists, balloonists, parasailing activity, hang gliders, etc.

===Battery/Fuel Reserve===
All UAS will land with a 25% reserve battery power. This reserve may be used at the discretion of the pilot-in-command only to ensure safety of flight as well as people/material on the ground.

===Privacy===
UAS will not capture or retain imagery of private property or persons where doing so would violate a reasonable expectation of privacy.

For operations in the State of Florida, all flights will be conducted in compliance with State statute 934.50 "Searches and seizure using a drone."

===Stationary Ground Control Station===
UAS operations will only be conducted from stationary locations. The PIC or ground control station will not be located in a moving vehicle.

===Sterile Cockpit===
During critical flight operations, such as launch and recovery, the UAS crew will ensure that a 'sterile cockpit' is enforced around the ground control station. Sterile cockpit means that no extraneous conversation or non-essential activities will occur.

[[File:transparent.gif|150px|link=]]
==Maintenance==
'''SOG Section 6 - Maintenance'''
===Airframe Log===

All maintenance performed on UAS will be logged in the UAS airframe logbook. Each entry will include, at a minimum: the person performing the maintenance action, date, description of the maintenance action, and list of parts replaced.

Changes to the firmware, software, or operating system of the aircraft or autopilot must be logged.

===Periodic Inspection===

All UAS airframes will be inspected for damage every calendar quarter. These inspections will be logged in the UAS airframe logbook. This inspection must include: full power test, control surface check, transmitter/receiver range check, and autopilot functionality check.

===Payload Changes===

All payload changes will be logged in the UAS airframe logbook. This will included routine swaps of previously flown payloads.

===Bench and Acceptance Testing===

Any activity that changes the operational and/or flight characteristics will require that the UAS undergo bench and flight acceptance testing prior to further use.

Bench testing may be accomplished without propellers or rotors to ensure expected operation of autopilots, control surfaces, servos, etc. Bench testing should be performed before flight acceptance testing.

Flight acceptance testing must be performed prior to operational or research use. Flight testing should be conducted in a remote and secure location, with a limited crew exposure to the untested aircraft.

Changes to any of these systems requires bench and flight testing:

* Structural components of the airframe
* Motors
* Electronic speed controllers
* Power distribution systems
* Radio control transmitter or receiver
* Autopilot or flight controller
* Propellers (reconfigure only)

[[File:transparent.gif|150px|link=]]
==Permissions and Certifications to Fly==
'''SOG Section 7 - Permissions and Certifications to Fly'''
===Certificate of Authorization===

CDRP will obtain an Air Traffic Organization (ATO) issued Certificate of Authorization (COA) prior to conducting UAS operations for any purpose. This COA may be obtained for a Public Aircraft of flight operations that are a public good, or under a valid Section 333 exemption for commercial activities.

===Emergency Certificate of Authorization===

When operating in support of an emergency response or recovery effort, an Emergency Certificate of Authorization (E-COA) may be obtained from the FAA. The E-COA will authorize existing airframes and/or systems defined in an existing COA to operate in new airspace under specified guidelines.

The E-COA process requires the authorization of a response or recovery agency.

===Notice to Airmen===

If required by the COA, CDRP will request a Notice to Airmen (NOTAM) 48 to 72 hours in advance of UAS operations.

===Plan of Activities===

CDRP will provide a written Plan of Activities to the local ATO office with jurisdiction over the area encompassing the UAS operations. This written plan will be submitted as early as feasible prior to the commencement of UAS operations. CDRP will also make public the Plan of Activities on the website http://cdrp.net.

The Plan of Activities will include (at a minimum):

* Dates and times of UAS operations
* Contact name and phone number for the UAS pilot-in-command
* Make, model and N-number of the UAS to be flown
* Name and FAA certificate number of the UAS PIC
* Statement that the CDRP has obtained permission from the property owners and/or local officials to conduct the flight.
* Signature of exemption holder or representative
* A description of the flight activity, including maps and diagrams of the activity.

[[File:transparent.gif|150px|link=]]

==Appendices==
'''SOG Section 8 - Appendicies'''

*'''[[Appendix A - Post Disaster Airspace]]'''
*'''[[Appendix B - UAS Missions and Applications]]'''
*'''[[Appendix C - UAS Capabilities Outline]]'''
*'''[[Appendix D - Risk Matrix]]'''
*'''[[Appendix E - Acronyms and Glossary]]'''

[[File:transparent.gif|150px|link=]]

===Post-Disaster Airspace===
Flight operations, manned and unmanned, in post-disaster airspace are complicated and potentially dangerous. As such, close coordination between FAA ATO, the SERT Air Operations Branch and the UAS operator are critical. When operating in these environments, UAS crews should maintain a sterile cockpit at all times.

====UAS Coordination====
UAS flights supporting disaster response and/or recovery will occur only after coordination with and approval by the responsible Air Operations Branch at the city, county or state level. During all post-disaster UAS operations, CDRP will designate a UAS Coordinator as the direct contact to the Air Operations Branch. The UAS Coordinator will be co-located with the Air Operations Branch whenever practical.
====Airspace Deconfliction====
UAS operations need to be in compliance with the FAA Airspace Management Plan for Disasters (AMP). This is accomplished within the Air Operations Branch.

The standard FAA AMP calls for rotary wing search and rescue (SAR) and rotary wing sling load operations to occur between the surface and 500' AGL. This is in direct conflict with the typical airspace for small UAS operations. Therefore, it is recommended that UAS operations be segregated from active rotary wing SAR and sling load operations.

Pilots of manned aircraft are not likely to see a UAS at low altitude. Therefore it is the responsibility of the UAS crew to see and avoid manned aircraft at all times. UAS are required to always yield to manned aircraft.

UAS segregation should occur using three factors: geographic, altitude, and date/time. UAS flights should be authorized only in specific airspace, from the surface to a specific altitude (typically 400' AGL or less) and in specific date and time blocks. All altitude coordination with the AOB or ATC must be done in feet (English).

====Air Operations Branch Communication====
UAS crew must notify the AOB via telephone prior to launch of a UAS and again upon recovery. If the duration of the UAS sortie is to exceed 20 minutes, the UAS crew must notify the AOB every 20 minutes of the aircraft status, location, airspeed and altitude.

====Local Traffic Radio Communication====
The UAS crew must advise local air traffic via the established CTAF (Common Traffic Advisory Frequency) every 20 minutes of UAS position, airspeed and altitude. In case of operations near towered airports, these CTAF reports will be made to the local ATC controlling the airspace. In operations away from towered airports, CTAF calls will be made "in the blind" in the same manner as manned aircraft notify local traffic of activities in and around the traffic pattern of uncontrolled airports.
A.5 - Airspace Exceptions

In a post-disaster environment, particularly when a Temporary Flight Restriction (TFR) has been issued by the FAA, UAS Flights may occur in any type of airspace authorized by the FAA and the Air Operations Branch.

===UAS Mission Profiles===
UAS operations can support several missions typically managed by the Florida SERT Air Operations Branch (AOB), including '''Incident Awareness and Assessment (IAA), Aerial imagery''' and '''Airborne search and rescue'''. These activities support the AOB defined mission priorities of reconnaissance, property protection, environmental protection, and lifesaving.

To accomplish these activities, UAS operations can be broken down into several UAS mission types applicable to emergency management. Each of these UAS mission types has payload requirements as well as specific products - the output of the mission. By understanding the products of each of these mission type, managers can apply an appropriate mission to an activity and/or priority.

Some aircraft and payload combinations allow for the payload to be configured in flight to accomplish different mission types. Others require the payload to be configured on the ground, prior to launch, and is not changeable in flight.

A specific mission profile is capable of generating specific products and outputs. Further, each mission profile has set requirements in the context of airframe, payload, supplemental equipment, and crew.

====Still Imaging====
Still image collection can capture either vertical or oblique imagery.

Vertical still images (also called nadir images) are taken with the camera oriented so that it is pointed straight down (vertically) at the ground. Each image captured is what appears directly below the aircraft. No horizon is visible. Vertical still images look like small parts of a map, and provide roughly consistent scale across the entire image. The vertical perspective also makes the measurement of direction and distance possible on the raw photo.

Oblique still images are taken with the camera oriented horizontally or at an angle other than vertical. High angle oblique images have the apparent horizon visible in the image, while low angle oblique images do not. Oblique images have some significant advantages over vertical images. At similar altitudes, oblique images show more area than a vertical image, though perspective creates significant distortions in scale and distance. Oblique images also can show features that are not visible in vertical images, such as walls of buildings.

The camera may be configured to capture images on a timed cycle using an intervalometer or it may be connected to the aircraft autopilot to capture images spaced by a set distance, such as every 50 meters. Further, some payloads and/or cameras may allow the operator to trigger the camera manually.

To be effective in this mission, all images must be tagged with the geographic coordinates of the camera when the image was taken. To accomplish this, the camera should either have an integrated global positioning system (GPS) or the images may be geocoded using autopilot logs during post-flight processing.

Note that oblique still images cannot be used to create ortho-rectified mosaics or maps.

'''Requirements'''
* Still imaging payload or camera, including any required stabilization mounts (anti-vibration, gimbal, etc.) and recording media (SD Card, etc.)
* Transmitter for imaging feed to ground control station
* Receiver and monitor for imaging feed
* GPS logging of aircraft position during flight

'''Products or Outputs'''
* Still images
* Still images with geographic representation
* Ortho-rectified mosaic
* Digital maps
* Printed maps
* Digital elevation models

====Video Imaging====

Video image collection can capture either vertical or oblique imagery. Classification of video as vertical or oblique follows the same guidelines as described in '''Still Imaging.'''

For the highest quality video imagery the camera should be stabilized using a brushless gimbal that negates or reduces the apparent movement of the aircraft.

Embedding location coordinates in video imagery is not possible in the same way it is accomplished in still imagery. Geographic information (location information) from the aircraft's autopilot flight logs may be synced to the video file in post-processing to illustrate the location of the video.

Video imaging may include live video transmitted to the ground in addition to video recorded and stored on the aircraft.

'''Requirements'''
* Video imaging payload or camera, including any required stabilization mounts (anti-vibration, gimbal, etc.) and recording media (SD Card, etc.)
* Transmitter for imaging feed to ground control station
* Receiver and monitor for imaging feed in ground control station
* GPS logging of aircraft position during flight

'''Products or Outputs'''
* Live video
* Post-mission video
* Still images from video
* Pushbroom images from video

====Infrared Imaging====

Infrared image collection can capture either vertical or oblique video imagery in the near infrared spectrum. Classification of infrared imagery as vertical or oblique follows the same guidelines as described in '''Still Imaging.'''

For the highest quality infrared imagery the camera should be stabilized using a brushless gimbal that negates or reduces the apparent movement of the aircraft.

Embedding location coordinates in infrared video imagery is not possible in the same way it is accomplished in still imagery. Geographic information (location information) from the aircraft's autopilot flight logs may be synced to the infrared video file in post-processing to illustrate the location of the infrared video.

Infrared video imaging may include live video transmitted to the ground in addition to high-definition video recorded and stored on the aircraft.

'''Requirements'''
* IR imaging payload or camera, including any required stabilization mounts (anti-vibration, gimbal, etc.) and recording media (SD Card, etc.)
* Transmitter for imaging feed to ground control station
* Receiver and monitor for imaging feed
* GPS logging of aircraft position during flight

'''Products or Outputs'''
* Live infrared video
* Post-mission infrared video
* Still images from infrared video
* Pushbroom images from infrared video

====Low Level Corridor Imaging====

Low level corridor imaging is a specialized video imaging mission profile intended for flood assessment in streets with limited overhead clearance due to trees and power lines.

'''Requirements'''
* Video imaging payload or camera, including any required stabilization mounts (anti-vibration, gimbal, etc.) and recording media (SD Card, etc.)
* Video camera suitable for navigation and obstacle clearance (First Person View camera)
* Transmitter for imaging feed to ground control station
* Receiver and monitor for imaging feed in ground control station
* GPS logging of aircraft position during flight
Products of Video Imaging Mission Profile
* Live video
* Post-mission video
* Still images from video

====Life Safety Equipment Deployment====

[ in development ]

===UAS Data Processing===
Once the UAS sortie is complete, the data collected must be processed into a usable product. That product must then be distributed (made available in some way) to the end user. This Annex serves as a base document to discuss the post-mission processing and distribution required for a variety of UAS mission types.

To support the distribution of products, the following items/services are required:

* High-speed (broadband) internet access such as 4G or WiFi
* An internet Content Management System (CMS) such as WordPress, Mura, or Google Sites. (Google Docs may be used in this role).
* A Google account capable of supporting Google Hangouts, YouTube streaming, Google Photos, Google My Maps, and Picasa Web Albums
* The following software packages installed and configured on the computer to process photos and videos:
** Google Picasa (https://picasa.google.com/)
** Google Chrome (http://www.google.com/chrome/) (Highly recommended)
** Google Earth Pro (https://www.google.com/earth/download/gep/agree.html)
** Skitch by Evernote (https://evernote.com/skitch/)
** GPicSync (https://github.com/metadirective/gpicsync)
** Garmin VIRB Edit (http://www.garmin.com/en-US/shop/downloads/virb-edit)
** Agisoft Photoscan Pro

====Still Images (with Geographic Representation)====

Still images are the simplest of all UAS products. They can be processed to remove distortion or simply distributed ‘raw’ as they are downloaded from the aircraft.

All camera payloads are capable of capturing still imagery either on command from the pilot or via an intervalometer script or device.

'''Processing Workflow'''

# Create directory structure to contain mission images
# Create map and description of the mission area in Google Maps.
# Publish map and mission description to CMS.
# Download still images from the aircraft and clear the aircraft memory card.
# Geolocate images
# If the camera payload contains GPS functionality (such as a Garmin VIRB) then images are geolocated automatically. No further action is required. Skip to step 9.
# Images captured with a non-GPS camera (such as a Canon SX260 or GoPro Hero 4) must have the coordinates of the location the image was captured at written into the file. This can be accomplished by synchronizing the autopilot flight log and the captured images using software such as GPicSync.
# Verify image location data.
# Location information in the images should be reviewed for accuracy.
# Save mission photo set into the appropriate directory structure
# Import mission photo set into Picasa as a Album
# Initial exploitation - delete unnecessary photos, etc.
# Post-process images for color correction or to correct lens distortion (optional)
# Watermark images (optional)
# Upload to Picasa Web Albums, confirm sharing settings (set to Limited).
# Publish link to Picasa Web Album to CMS, notify of availability of initial imagery.
# From Picasa Web Album page, save the album’s KML file.
# Publish KML to CMS, notify of availability.
# Secondary exploitation - Mark and identify features, issues, etc. using Skitch.
# Add annotated photos from Skitch to Picasa album.
# Upload annotated photos to Picasa Web Albums.
# Publish notes about annotations to CMS, notify of availability of exploited imagery.

'''Distribution'''

End user access to the still images is available via the Content Management System and Picasa Web Albums. The images can also be distributed via USB drive, CD-ROM, or other removable media.

====Ortho-rectified Mosaic====

During post flight processing, the geo-tagged still images can be stitched together using software to create an ortho-rectified mosaic image of the entire area covered by the flight, creating a pseudo-map. This process can be time consuming and creates large datasets, which may be difficult to distribute via the internet. Ortho-rectified mosaics are too large to be distributed via most email systems.

Ortho-rectified mosaics (referred to as ‘orthos’ from here on) are useful for analyzing large areas and are easier to understand than a collection of still images (such as the Still Images product).

'''Processing Workflow'''

# At a minimum, perform Steps 1 through 7 of the Still Images Processing Workflow. Recommended that all steps in the Still Image Processing Workflow be completed prior to this workflow being started.
# Load photos into Agisoft Photoscan Pro and process to obtain a JPG or PNG format Orthophoto. This process will take considerable time!
# Publish notes about orthos to CMS, notify of availability of orthos.

'''Distribution'''

End user access to the processed orthophoto will be via USB drive or other removable media. In some situations, it may be possible to provide online access to the orthophoto via FTP or other web services, but this will require excellent IT infrastructure to accomplish.

====Digital Maps====

Digital maps may look and feel like an ortho-rectified mosaic, but they contain editorialized information. Utilizing the ortho-rectified mosaic image, geographical information system (GIS) software can create full featured maps for distribution via print or electronic means (internet delivery). This process is manual and may take considerable time (days) during post-processing.

'''Processing Workflow'''

# At a minimum, perform Steps 1 through 7 of the Still Images Processing Workflow. Recommended that all steps in the Still Image Processing Workflow be completed prior to this workflow being started.
# Perform the Ortho-rectified Mosaic workflow.
# Using ArcGIS, QGIS, TileMill or similar software packages (not prescribed here), create digital map products from the created ortho.
# Using a digital map tile creation tool, publish the resulting map tiles on the internet.
# Publish notes about maps to CMS, notify of availability of map products.

'''Distribution'''

Digital map tiles, once published online, can be utilized by a variety of digital tools on desktop and mobile platforms.

====Digital Elevation Model====

During post flight processing, vertical still images can be used to create a three-dimensional model of the area observed. This model can be utilized as a Digital Elevation Model or used to create contour lines on a map. This process takes considerable processing time and may require detailed ground surveys to occur simultaneously with original flight(s).

'''Processing Workflow'''

# At a minimum, perform Steps 1 through 7 of the Still Images Processing Workflow. Recommended that all steps in the Still Image Processing Workflow be completed prior to this workflow being started.
# Perform the Ortho-rectified Mosaic workflow.
# In PhotoScan Pro, Generate a Digital Elevation Model (DEM) file.
# Upload the DEM file to the CMS and publish link.
# Publish notes about DEM to CMS, notify of availability of DEM products.

'''Distribution'''

Digital Elevation Model files are relatively small in size, and can be distributed online (as in the workflow above) or via any USB or removable media.

====Live Video (Color or IR)====

Live video, transmitted from the aircraft to the ground while in flight, is a valuable decision making tool. Live Video can be combined with just about any mission type, even if the primary mission is not to shoot video.

This process utilizes YouTube’s Live Streaming capability. This tool provides for live broadcast of a video stream, as well as an immediate archive of the video after the live broadcast ends. Access to the video can be restricted via obfuscation (viewers must have the URL) or access control - users must sign in via username and password.

Live video transmission to the ground station is standard definition (SD, 640x480 pixels) when originating from the 3DR Iris+, FireFLY6, or 3DR Y6. Live video is high definition (720p, 1280x720 pixels) when originating from the DJI Phantom 3 Advanced or DJI Inspire 1

Live video is only possible while the aircraft and payload are within transmission range of the ground station.

Live video requires broadband internet at the Ground Control Station - preferably 4G or LTE service. There will be a delay in the video stream of between 30 and 60 seconds.

'''Processing Workflow'''

# Create map and description of the mission area in Google Maps.
# Publish map and mission description to CMS.
# Prior to flight, test video downlink.
# Connect USB video capture device to laptop used to process/transmit video.
# Connect video receiver on the ground to the USB capture device inputs.
# UAS Crew utilizes receiver/monitor in the Ground Station to monitor the aircraft and provide real-time assessment and planning.
# Launch YouTube Dashboard (https://www.youtube.com/dashboard) in Google Chrome
# Schedule a new “Live Streaming Event”, using the “Quick” (Google+ Hangouts on Air). Set privacy to “Unlisted” or “Private”. Title and description must be completed and should include reference to the mission identifier, date and time.
# Click ‘Go Live Now’. This will launch Google+ Hangouts On Air.
# Select the USB capture device as the input for the Google Hangout video. The video from the UAS should now be displayed on the screen.
# Click ‘Start Broadcast’.
# During the mission, the Hangout Toolbox can be used to display text information over the video, or to replace the video with still images.
# From the YouTube Dashboard, get the URL of the Live YouTube stream.
# Publish link to the CMS, notify of availability of live video imagery.
# At the conclusion of the flight, shut down the live stream.
# Modify the link on the CMS to indicate the link is no longer live, but an archived version of a previously live video.
# Publish notes about video to CMS, notify of availability of archived video imagery.

'''Distribution'''

All distribution of the live video is via the internet.

====Post-Mission Video (Color or IR)====

In situations where internet access is not available, video can be recorded in-flight and processed and distributed after the sortie or mission. This mission is not dependent on the Live Video mission type - it can be run simultaneously or stand alone.

Unlike Live Video, Post-Mission Video is always high-definition, typically 1080p resolution.

'''Processing Workflow'''

# Create directory structure to contain mission video.
# Create map and description of the mission area in Google Maps.
# Publish map and mission description to CMS.
# Download video from the aircraft and clear the aircraft/payload memory card.
# Download the autopilot log for the flight.
# Synchronize the video to the log and create location visualizations using Garmin VIRB Edit or similar software.
# Initial exploitation - edit video to remove unnecessary segments (launch, landing, etc.)
# Downsample video to minimum acceptable resolution
# Upload video to Google Drive
# Publish link to Google Drive video to CMS, notify of availability of processed video.
# Publish notes about video to CMS.

'''Distribution'''

Final processed videos may be very large, depending on resolution and duration. Videos should be uploaded to Google Drive as soon as practical but lack of bandwidth may delay this process. Post-Mission Video can also be distributed via USB drive or other removable media. In many cases, this may be the preferred method.

====Still Images from Video (Color or IR)====

During processing of Post-Mission Video, it may be desirable to capture still images from the video file. This can be accomplished using a variety of techniques, from dedicated software to taking a screenshot of the video while paused.

Once the images are captured, they can be processed as Still Images as described in '''Still Images (with Geographic Representation)''' manual geotagging will be required.

===UAS Capabilities Outline===

These figures should be used for rough planning purposes only.

====3DRobotics IRIS+ Multirotor====

:'''Endurance:''' 11 minutes (with reserve)
:'''Inventory''': 5 aircraft
:'''Missions:''' Still imagery, video imagery (live SD and post-processed), Life safety drop
:'''Minimum Crew:''' 2
:'''Coverage at 400' AGL: '''19 acres (.075 sq. km. / 7.5 hectares)
:'''Coverage at 200' AGL:''' 9.5 acres (.038 sq. km. / 3.85 hectares)

====3DRobotics Y6 Multirotor====

:'''Endurance:''' 11 minutes (with reserve)
:'''Inventory:''' 1 aircraft
:'''Missions:''' Still imagery, video imagery (live SD and post-processed)
:'''Minimum Crew:''' 2
:'''Coverage at 400' AGL:''' 19 acres (.075 sq. km. / 7.5 hectares)
:'''Coverage at 200' AGL:''' 9.5 acres (.038 sq. km. / 3.85 hectares)

====Swift Radioplanes Lynx UAS Fixed-Wing====

:'''Endurance:''' 80 minutes (with reserve)
:'''Inventory:''' 1 aircraft
:'''Missions:''' Still imagery (Nadir)
:'''Minimum Crew:''' 2, 3 Preferred
:'''Coverage at 400' AGL: '''1112 acres (4.5 sq. km. / 450 hectares)
:'''Coverage at 200' AGL:''' 556 acres (2.25 sq. km. / 225 hectares)

====DJI Inspire 1 Multirotor====

:'''Endurance:''' 18 minutes
:'''Inventory:''' 1 aircraft
:'''Missions: '''Still imagery, video imagery (live HD and post-processed)
:'''Minimum Crew: '''2
:'''Coverage at 400' AGL:''' 30 acres (.12 sq. km. / 12 hectares)
:'''Coverage at 200' AGL:''' 15 acres (.06 sq. km. / 5 hectares)

====DJI Phantom 3 Advanced Multirotor====

:'''Endurance:''' 20 minutes
:'''Inventory:''' 1 aircraft
:'''Missions:''' Still imagery, video imagery (post-processed only)
:'''Minimum Crew:''' 2
:'''Coverage at 400' AGL:''' 30 acres (.12 sq. km. / 12 hectares)
:'''Coverage at 200' AGL:''' 15 acres (.06 sq. km. / 5 hectares)

===Risk Matrix===

The current EMHS/CDRP Risk Matrix appears below. It can be accessed at:

https://drive.google.com/folderview?id=0B7eEPWQtRx9UfnBGcktYQmdzb1NXemM3N0tmMHlNNE9BR0ZSVG9rVnowZnBiaGNjbmJvOVk&usp=sharing

===Glossary and Acronyms===

====Acronyms====

:'''AGL''' - Altitude above ground level
:'''AO''' - Aircraft Operator
:'''AOB''' - Air Operations Branch
:'''ATO''' - Air Traffic Organization
:'''COA''' - Certificate of Authorization
:'''CTAF''' - Common Traffic Advisory Frequency
:'''FAA''' - Federal Aviation Administration
:'''GCS''' - Ground Control System
:'''IR''' - Infrared
:'''MSL''' - Altitude above mean sea level
:'''NOTAM''' - Notice to Airmen
:'''NM''' - Nautical mile
:'''PFC''' - Primary Flight Controller
:'''PIC''' - Pilot-in-Command
:'''POH''' - Pilot's Operating Handbook
:'''SO''' - Sensor Operator
:'''SOG''' - Standard Operating Guide
:'''TFR''' - Temporary Flight Restriction
:'''UAS''' - Unmanned Aircraft Systems
:'''UAV''' - Unmanned Aerial Vehicle
:'''VO''' - Visual Observer

====Glossary====

:'''Air Operations Branch''' - Branch of the Incident Command System responsible for the coordination and direction of all airborne assets and activities.

:'''Air Traffic Organization''' - Administrative division of the FAA responsible for the safe control of all air traffic in the United States.

:'''Aircraft logbook''' - Logbook for each aircraft detailing flight time, maintenance and repairs.

:'''Aircraft Operator''' - Crewmember responsible for operation of the autopilot and autonomous flight systems.

:'''Certificate of Authorization''' - Authorization from the FAA to operate a UAS for research or public use.

:'''Certificated Pilot''' - A pilot in possession of a valid and current pilot's certificate issued by the FAA or other international aviation authority.

:'''Commercial Pilot Certificate '''- A pilot's certificate valid for commercial operations (for hire).

:'''Crew '''- Personnel required for the safe and effective operation of the UAS.

:'''Failsafe mode '''- Automated mode which is triggered when the UAS loses connection/signal from the GCS and/or PFC. Typically the failsafe mode is 'return to launch'.

:'''Flight''' - One launch to landing cycle of the aircraft and crew.

:'''Ground Control Station''' - Computer, tablet and/or other communications equipment on the ground designed to interface with and control the aircraft and autopilot.

:'''Guided Mode '''- Autopilot controlled flight mode in which the Aircraft Operator clicks on a map interface to direct the aircraft to fly to that location.

:'''Medical Certificate '''- An FAA issued certificate indicating the holder has passed a flight physical and background check. Medical Certificates are issued in three classes, First, Second and Third, and are good for a limited period of time.

:'''Mission '''- One assigned objective for the UAS and crew to accomplish. A single mission may require multiple sorties or flights.

:'''N-Number''' - FAA aircraft registration number. In the United States, all aircraft registration numbers begin with the letter 'N'.

:'''Non-towered Airport '''- An airport without an operating/staffed control tower.

:'''Notice to Airmen''' - A standard method of informing the aviation/pilot community of a special or temporary condition that may impact the safety of flight.

:'''Pilot-in-Command '''- The individual who has final authority and responsibility for the aircraft and crew.

:'''Pilot's Operating Handbook''' - The manual that outlines all aspects of the safe and effective operation of a specific aircraft or UAS.

:'''Private Pilot Certificate''' - A pilot's certificate valid for personal or non-commercial/non-compensated use.

:'''Registration number''' - See N-number

:'''Safety Pilot''' - Pilot or operator of the UAS who utilizes the Primary Flight Control to maneuver (or 'fly') the aircraft. The safety pilot is typically also the Pilot-in-Command.

:'''Sensor Operator''' - Crew member responsible for the configuration and operation of the sensor payload as well as equipment that supports that payload.

:'''Sortie''' - A single flight of the UAS or aircraft.

:'''Temporary Flight Restriction''' - A temporary restriction placed by the FAA on a specific piece of airspace for a specific time. Enforced to ensure the safety of aircraft as well as people on the ground. TFR's are common over a disaster impact area to prevent normal traffic from interfering with search and rescue aircraft, etc.

:'''Towered Airport''' - An airport with an operating and manned air traffic control tower.

:'''Unmanned Aerial Vehicle''' - Acceptable term for an unmanned aircraft. Refers to the aircraft itself.

:'''Unmanned Aircraft System '''- The FAA adopted term for an unmanned aircraft as well as the systems, equipment, and crew that support that aircraft. This is the preferred terminology.

:'''Visual Observer''' - Crew member responsible for ensuring the UAS does not interfere with other aircraft or obstacles.

:'''Waypoint''' - A set of coordinates and altitude entered in the GCS to which the aircraft will automatically fly. Upon reaching the waypoint, the aircraft will typically move to the next sequential waypoint.

UAS in EM Standard Operating Guide

2019-02-25T22:10:50Z

Dmerrick: /* Unmanned Aircraft Systems Limitations and Requirements */

'''SOG Version 1.6 | 25 FEB 19'''
==Introduction==
'''SOG Section 1 - Introduction'''
===Overview===
The Center for Disaster Risk Policy (CDRP) at Florida State University established the Unmanned Aircraft System research project to assess and improve the usability of small unmanned aircraft systems in the context of state, local, and federal disaster management. This project examines UAS hardware, software, policies and procedures, data collection methodologies, and crew training and education to develop best practices for UAS applications in emergency management. Governments and organizations at all levels are expressing interest in how UAS can be applied to emergency management processes, including mitigation, preparedness, response and recovery.

The Center for Disaster Risk Policy (CDRP) is the applied and field research arm of the Emergency Management and Homeland Security Program (EMHS) at FSU, and CDRP faculty and staff have decades of operational emergency management, communications, and information technology experience. CDRP Faculty and Staff, in conjunction with EMHS students have deployed UAS for a variety of emergency and disaster related projects, including risk reduction projects in Haiti and Belize, as well as hurricane response efforts in Florida and Texas. The CDRP UAS Team has worked with Florida Urban Search and Rescue (US&R) Task Forces in both exercises and real-world deployments.

===Purpose of this Document===
This Standard Operating Guide includes all non-aircraft specific information and operational guidelines for CDRP personnel operating a UAS.

Further, this document may be used as a template for any entity conducting UAS operations in support of emergency or disaster response agencies. This document is open source and available to anyone who may need it.

===Authors===
David Merrick, Jarrett Broder, Rob McDaniel, Jessica Weins, Tanya Shannon, Laura Hart, and Abra Kinch

===Published Location===
This guide and all supporting documents is published at http://uas.cdrp.net

[[File:transparent.gif|150px|link=]]
==Administration==
'''SOG Section 2 - Administration'''
===Administrative Control===
This unmanned aircraft system research project is under the administrative control of the Center for Disaster Risk Policy at Florida State University. All research and operations must comply with CDRP polices and procedures, University policies and procedures, as well as state, local and federal laws and regulations.

The CDRP UAS research project director is David Merrick - dmerrick at em fsu edu.

===Authority to Task===
Only the Director of the Center for Disaster Risk Policy at Florida State University or their delegates have the authority to task or assign any UAS resources (including but not limited to aircraft, personnel, or equipment) to any project, mission, or other assignment.

===Maintenance of this Document===
The CDRP UAS Standard Operating Guide is maintained and updated by the faculty/staff of CDRP and approved for publication by the Director of CDRP.

===Coordination with the Federal Aviation Administration===
For purposes of correspondence with the FAA, to include (but not limited to) aircraft registration, Certificate of Authorization (COA) applications, incident reporting, operational reporting, etc., this research program should be identified as:

:Center for Disaster Risk Policy
:Florida State University
:113 Collegiate Loop
:Bellamy 638
:Tallahassee, FL 32306-2250
:850.644.9961
:uas@em.fsu.edu

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==Unmanned Aircraft Systems Limitations and Requirements==
'''SOG Section 3 - UAS Limitations and Requirements'''
===Limitations and Requirements Overview===
All UAS operated by CDRP faculty, staff or students will meet the following requirements and limitations, without exceptions.

These limitations and requirements are in effect to ensure safe operation of the UAS and ensure the safety of the crew, onlookers and other personnel not directly involved in the operation.

These requirements are derived from 14 CFR Part 107, FAA Certificate of Authorization requirements, University guidelines, and Section 333 of the FAA Modernization and Reform Act of 2012.

===Weight===
The UAS will weigh less than 55lbs. at takeoff. This is gross weight (or 'all up' weight) including fuel sources (battery) and mission payload.

===Performance and Altitude===
The UAS will not exceed 86 knots of ground speed during flight. This equates to 100mph or 44m/s.

The UAS will not exceed 400' AGL unless specifically authorized by the FAA or if operated within the parameters of 14 CFR Part 107.

===Preflight Inspection===
Prior to any UAS flight, the Remote Pilot in Command (RPIC) will conduct a thorough inspection of all components of the UAS, including the air vehicle, ground control station, and communication devices. Systems not found to be in condition for safe flight or operation will not be utilized. Determination of 'safe flight or operation' rests with the RPIC.

Any discrepancies found during pre-flight inspections should be logged in the aircraft logbook.

===Minimum Crew===
All UAS operations will be conducted by a Remote Pilot in Command (RPIC) and at least one (1) Visual Observer (VO) or one (1) Aircraft Operator (AO), for a minimum crew of two (2). The RPIC has the final authority and responsibility for the safe operation of the UAS and the safety and well-being of UAS crewmembers. While not required a third crewmember (in either the VO or AO crew position) is recommended for safe operations.

===Failsafe/Lost Link Mode===
All UAS must be equipped with a failsafe/lost link mode in case of primary control link failure. This failsafe or lost link mode should return the aircraft to the launch point without requiring human intervention. Specific mission profiles may require a different failsafe mode to ensure the safety of persons on the ground.

===Flight Termination Option===
Each UAS should be equipped with an in-flight termination option. This would immediately kill power to the aircraft, resulting in an immediate and uncontrolled decent into terrain. Flight termination modes are not a replacement for lost link or failsafe modes. Flight termination should only be carried out when it is the only option to prevent injuries to bystanders or other persons not involved in the operation. Crew members should be briefed on how to initiate flight termination, as well as the effects of flight termination, before every sortie.

===Emergency Procedures Defined===
All UAS must have documented emergency procedures covering (at a minimum): engine or power failure; fire; loss of control link; loss of GPS; loss of telemetry data link; loss of video downlink. Emergency Procedures will be detailed in the Pilot's Operating Handbook as required in this SOG.

===Flight Controls===
All UAS must have a Primary Flight Controller (PFC) allowing the pilot manual (or a close approximation of manual) control over the aircraft. All UAS must have an autopilot capable of autonomous and user-directed flight.

The PFC must be in the immediate control of the Remote Pilot in Command at all times. "Immediate control" allows for persons other than the RPIC to manipulate the controls, however, the RPIC must remain in a position to retake controls in the event of an unsafe condition or emergency.

===Required Flight Modes/Autopilot Modes===
Each aircraft and autopilot combination provides different flight control modes. While the aircraft or autopilot may provide additional modes, the following are required:

* Manual/Stabilized/Atti Mode - Allows the pilot or pilot-in-command to manually control the aircraft. This mode may provide stabilization if required (as on a multi-rotor).
* Loiter/GPS Mode - Allows the aircraft to hold lateral position and altitude with minimal pilot input. Fixed-wing aircraft may circle a specific point.
* Return to Launch (RTL) or Return to Home (RTH) - Directs the aircraft to begin an automated least-time/least-distance return to the launch point. Useful as a failsafe mode.

===Battery Reserve===
Battery voltage is the 'fuel' for electric UAS. With this in mind, all UAS flights will end while the aircraft maintains a 20% battery reserve. Battery voltage and capacity should be measured using voltage of the battery per the aircraft POH.

===Aircraft Markings===
All UAS must be registered with the FAA. All aircraft must display the corresponding registration number (N-number or FA-number) in a permanent fashion so that it is visible while the UAS is on the ground.

UAS must show an external identifier of "Florida State University".

===Aircraft Documentation===
Each UAS will have a Pilot's Operating Handbook (POH) specific for the model. The POH will be located with the Ground Control Station and will be familiar to each crewmember.

The POH will include all documentation required by this SOG and will be available for inspection during all UAS operations.

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==Crewmembers==
'''SOG Section 4 - Crewmembers'''
===Crewmembers Defined===
UAS crewmembers constitute any personnel responsible for the safe operation of the unmanned aircraft, support systems, payload, or coordination systems. Crewmembers are classified into one of the following positions: Pilot-in-Command, Aircraft Operator, Sensor Operator, Visual Observer.

'''The required positions for all UAS flights are Pilot-in-Command and either a) Visual Observer, or b) Aircraft Operator.''' Other positions may be added to a flight if mission requirements and workload dictate.

===Pilot-in-Command===
The Pilot-in-Command (PIC) flies the aircraft and is the final authority on all aspects of the UAS operation. The PIC is responsible for all aspects of the UAS operation and supervises the Visual Observer, Aircraft Operator, and/or Sensor Operator.

====Pilot-in-Command Required Standards====
*The PIC must possess a current Part 107 Remote Pilot Certificate, or meet the minimum pilot standards as stated in the FAA-issued Certificate of Authorization (COA) being utilized to conduct flight operations.
*The PIC must have meet the knowledge and practical standards in the document [[UAS in EM Operator/Remote Pilot Standards]]

====Pilot-in-Command Currency Requirements====
*Prior to current UAS operations, the PIC will have logged a minimum of 5 hours as a UAS pilot and 3 take offs and 3 landings in the preceding 90 days. This is total time, not in a specific aircraft.

===Aircraft Operator===

The Aircraft Operator (AO) operates the UAS autopilot and autonomous systems. The aircraft Using these systems, the AO may control the aircraft using waypoint navigation or guided mode. The AO assists with the launch and recovery of the aircraft and coordinates with the Sensor Operator if assigned.

===Visual Observer===

The Visual Observer (VO) acts as a second set of eyes for the Pilot-in-Command and ensures safe operation of the UAS. This includes ensuring separation of UAS operations from manned aviation activity, enforcing minimum safe distances of bystanders and observers, and safe interaction of the crew. The VO assists with launch and recovery of the aircraft.

===Sensor Operator===

The Sensor Operator (SO) operates the UAS payload and/or sensors, including EO/IR cameras, digital still cameras, atmospheric sensors, or any other payload. The SO assists with the launch and recovery of the aircraft and coordinates with the Aircraft Operator if assigned.

===Training and Proficiency===

CDRP UAS crew will maintain proficiency through periodic training and proficiency flights.

Pilot-in-Command, Aircraft Operator, and Visual Observer must demonstrate proficiency in knowledge and practical standards every 90 days.

===Crew Flight Logs===

All crew are required to maintain accurate logs of all time associated with UAS flights. This includes, but is not limited to; time as Pilot-in-Command, time as Aircraft Operator, time as Visual Observer, time as Sensor Operator, and time as an instructor.

Flight logs should be consolidated once per calendar month, stored electronically in a centralized location, and reviewed periodically for accuracy and completeness.

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==Flight Environment==
'''SOG Section 5 - Flight Environment'''
===Airspace===
UAS Flights will primarily occur in Class G airspace. No operations will be conducted in Class A or Class B airspace. Operations in Class C and Class D airspace will only occur with prior approval of the FAA.

Operations within five (5) nautical miles of a non-towered airport will require approval from the airport authority prior to operations commencing.

''See Appendix A - Post Disaster Airspace Management and Coordination for more information regarding UAS operations during or after an emergency or disaster.''

===Line of Sight===
All UAS will be flown within the visual line of sight of the Pilot in Command and Visual Observer. Visual line of sight must be unaided through optical or electronic means (outside of standard prescription contact lenses or glasses).

===Altitude===
All UAS flights will be conducted at or below 400' AGL.

===Weather and Time of Day===
All UAS flights will operate at least 500 feet below or 2,000 feet horizontally from clouds. All UAS flights will be conducted when visibility is at least 3 statute miles from the Pilot in Command and Visual Observer.

All UAS flights will occur during daylight hours.

===Flight Risk Assessment===
Crew will conduct a thorough risk assessment prior to each UAS sortie. Factors considered will include weather, location, mission parameters, crew capacity and operational tempo.

The CDRP Risk Matrix tool is located in Appendix E - Risk Matrix.

===Preflight Briefing===
Prior to all UAS flights, sorties, or missions, a thorough preflight brief will be conducted for all crewmembers, observers and other participants. This briefing will include, at a minimum:

* Crewmember assignments
* Aircraft and payload summary
* Mission or purpose of flight
* Description of the mission or flight area
* Duration
* Weather
* Identification of coordinating/controlling agencies, entities, etc.
* Communications plan, including crew and outside communications
* Hazards to the aircraft and crew
* Description of primary launch and recovery area (LRA) and any alternate LRA's

===Launch and Recovery Areas===
Launch and Recovery Areas (LRAs) will be selected based on the requirements of the aircraft and the mission. LRAs must be located on property the UAS crew has a legal right/permission to access, and must provide a safe area to operate for the crew, observers, and aircraft.

LRA's must be clear of overhead power lines, telecommunication lines, and other obstacles.

===Operations Over People and Property===
The UAS will not be operated directly over any person at an altitude that is hazardous to the persons below in the event of a failure of the UAS or associated systems.

===Yield to Manned Aviation===
All UAS operations must remain clear of and immediately yield to manned aircraft operations. This includes ultra-light aircraft, parachutists, balloonists, parasailing activity, hang gliders, etc.

===Battery/Fuel Reserve===
All UAS will land with a 25% reserve battery power. This reserve may be used at the discretion of the pilot-in-command only to ensure safety of flight as well as people/material on the ground.

===Privacy===
UAS will not capture or retain imagery of private property or persons where doing so would violate a reasonable expectation of privacy.

For operations in the State of Florida, all flights will be conducted in compliance with State statute 934.50 "Searches and seizure using a drone."

===Stationary Ground Control Station===
UAS operations will only be conducted from stationary locations. The PIC or ground control station will not be located in a moving vehicle.

===Sterile Cockpit===
During critical flight operations, such as launch and recovery, the UAS crew will ensure that a 'sterile cockpit' is enforced around the ground control station. Sterile cockpit means that no extraneous conversation or non-essential activities will occur.

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==Maintenance==
'''SOG Section 6 - Maintenance'''
===Airframe Log===

All maintenance performed on UAS will be logged in the UAS airframe logbook. Each entry will include, at a minimum: the person performing the maintenance action, date, description of the maintenance action, and list of parts replaced.

Changes to the firmware, software, or operating system of the aircraft or autopilot must be logged.

===Periodic Inspection===

All UAS airframes will be inspected for damage every calendar quarter. These inspections will be logged in the UAS airframe logbook. This inspection must include: full power test, control surface check, transmitter/receiver range check, and autopilot functionality check.

===Payload Changes===

All payload changes will be logged in the UAS airframe logbook. This will included routine swaps of previously flown payloads.

===Bench and Acceptance Testing===

Any activity that changes the operational and/or flight characteristics will require that the UAS undergo bench and flight acceptance testing prior to further use.

Bench testing may be accomplished without propellers or rotors to ensure expected operation of autopilots, control surfaces, servos, etc. Bench testing should be performed before flight acceptance testing.

Flight acceptance testing must be performed prior to operational or research use. Flight testing should be conducted in a remote and secure location, with a limited crew exposure to the untested aircraft.

Changes to any of these systems requires bench and flight testing:

* Structural components of the airframe
* Motors
* Electronic speed controllers
* Power distribution systems
* Radio control transmitter or receiver
* Autopilot or flight controller
* Propellers (reconfigure only)

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==Permissions and Certifications to Fly==
'''SOG Section 7 - Permissions and Certifications to Fly'''
===Certificate of Authorization===

CDRP will obtain an Air Traffic Organization (ATO) issued Certificate of Authorization (COA) prior to conducting UAS operations for any purpose. This COA may be obtained for a Public Aircraft of flight operations that are a public good, or under a valid Section 333 exemption for commercial activities.

===Emergency Certificate of Authorization===

When operating in support of an emergency response or recovery effort, an Emergency Certificate of Authorization (E-COA) may be obtained from the FAA. The E-COA will authorize existing airframes and/or systems defined in an existing COA to operate in new airspace under specified guidelines.

The E-COA process requires the authorization of a response or recovery agency.

===Notice to Airmen===

If required by the COA, CDRP will request a Notice to Airmen (NOTAM) 48 to 72 hours in advance of UAS operations.

===Plan of Activities===

CDRP will provide a written Plan of Activities to the local ATO office with jurisdiction over the area encompassing the UAS operations. This written plan will be submitted as early as feasible prior to the commencement of UAS operations. CDRP will also make public the Plan of Activities on the website http://cdrp.net.

The Plan of Activities will include (at a minimum):

* Dates and times of UAS operations
* Contact name and phone number for the UAS pilot-in-command
* Make, model and N-number of the UAS to be flown
* Name and FAA certificate number of the UAS PIC
* Statement that the CDRP has obtained permission from the property owners and/or local officials to conduct the flight.
* Signature of exemption holder or representative
* A description of the flight activity, including maps and diagrams of the activity.

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==Appendices==
'''SOG Section 8 - Appendicies'''

*'''[[Appendix A - Post Disaster Airspace]]'''
*'''[[Appendix B - UAS Missions and Applications]]'''
*'''[[Appendix C - UAS Capabilities Outline]]'''
*'''[[Appendix D - Risk Matrix]]'''
*'''[[Appendix E - Acronyms and Glossary]]'''

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===Post-Disaster Airspace===
Flight operations, manned and unmanned, in post-disaster airspace are complicated and potentially dangerous. As such, close coordination between FAA ATO, the SERT Air Operations Branch and the UAS operator are critical. When operating in these environments, UAS crews should maintain a sterile cockpit at all times.

====UAS Coordination====
UAS flights supporting disaster response and/or recovery will occur only after coordination with and approval by the responsible Air Operations Branch at the city, county or state level. During all post-disaster UAS operations, CDRP will designate a UAS Coordinator as the direct contact to the Air Operations Branch. The UAS Coordinator will be co-located with the Air Operations Branch whenever practical.
====Airspace Deconfliction====
UAS operations need to be in compliance with the FAA Airspace Management Plan for Disasters (AMP). This is accomplished within the Air Operations Branch.

The standard FAA AMP calls for rotary wing search and rescue (SAR) and rotary wing sling load operations to occur between the surface and 500' AGL. This is in direct conflict with the typical airspace for small UAS operations. Therefore, it is recommended that UAS operations be segregated from active rotary wing SAR and sling load operations.

Pilots of manned aircraft are not likely to see a UAS at low altitude. Therefore it is the responsibility of the UAS crew to see and avoid manned aircraft at all times. UAS are required to always yield to manned aircraft.

UAS segregation should occur using three factors: geographic, altitude, and date/time. UAS flights should be authorized only in specific airspace, from the surface to a specific altitude (typically 400' AGL or less) and in specific date and time blocks. All altitude coordination with the AOB or ATC must be done in feet (English).

====Air Operations Branch Communication====
UAS crew must notify the AOB via telephone prior to launch of a UAS and again upon recovery. If the duration of the UAS sortie is to exceed 20 minutes, the UAS crew must notify the AOB every 20 minutes of the aircraft status, location, airspeed and altitude.

====Local Traffic Radio Communication====
The UAS crew must advise local air traffic via the established CTAF (Common Traffic Advisory Frequency) every 20 minutes of UAS position, airspeed and altitude. In case of operations near towered airports, these CTAF reports will be made to the local ATC controlling the airspace. In operations away from towered airports, CTAF calls will be made "in the blind" in the same manner as manned aircraft notify local traffic of activities in and around the traffic pattern of uncontrolled airports.
A.5 - Airspace Exceptions

In a post-disaster environment, particularly when a Temporary Flight Restriction (TFR) has been issued by the FAA, UAS Flights may occur in any type of airspace authorized by the FAA and the Air Operations Branch.

===UAS Mission Profiles===
UAS operations can support several missions typically managed by the Florida SERT Air Operations Branch (AOB), including '''Incident Awareness and Assessment (IAA), Aerial imagery''' and '''Airborne search and rescue'''. These activities support the AOB defined mission priorities of reconnaissance, property protection, environmental protection, and lifesaving.

To accomplish these activities, UAS operations can be broken down into several UAS mission types applicable to emergency management. Each of these UAS mission types has payload requirements as well as specific products - the output of the mission. By understanding the products of each of these mission type, managers can apply an appropriate mission to an activity and/or priority.

Some aircraft and payload combinations allow for the payload to be configured in flight to accomplish different mission types. Others require the payload to be configured on the ground, prior to launch, and is not changeable in flight.

A specific mission profile is capable of generating specific products and outputs. Further, each mission profile has set requirements in the context of airframe, payload, supplemental equipment, and crew.

====Still Imaging====
Still image collection can capture either vertical or oblique imagery.

Vertical still images (also called nadir images) are taken with the camera oriented so that it is pointed straight down (vertically) at the ground. Each image captured is what appears directly below the aircraft. No horizon is visible. Vertical still images look like small parts of a map, and provide roughly consistent scale across the entire image. The vertical perspective also makes the measurement of direction and distance possible on the raw photo.

Oblique still images are taken with the camera oriented horizontally or at an angle other than vertical. High angle oblique images have the apparent horizon visible in the image, while low angle oblique images do not. Oblique images have some significant advantages over vertical images. At similar altitudes, oblique images show more area than a vertical image, though perspective creates significant distortions in scale and distance. Oblique images also can show features that are not visible in vertical images, such as walls of buildings.

The camera may be configured to capture images on a timed cycle using an intervalometer or it may be connected to the aircraft autopilot to capture images spaced by a set distance, such as every 50 meters. Further, some payloads and/or cameras may allow the operator to trigger the camera manually.

To be effective in this mission, all images must be tagged with the geographic coordinates of the camera when the image was taken. To accomplish this, the camera should either have an integrated global positioning system (GPS) or the images may be geocoded using autopilot logs during post-flight processing.

Note that oblique still images cannot be used to create ortho-rectified mosaics or maps.

'''Requirements'''
* Still imaging payload or camera, including any required stabilization mounts (anti-vibration, gimbal, etc.) and recording media (SD Card, etc.)
* Transmitter for imaging feed to ground control station
* Receiver and monitor for imaging feed
* GPS logging of aircraft position during flight

'''Products or Outputs'''
* Still images
* Still images with geographic representation
* Ortho-rectified mosaic
* Digital maps
* Printed maps
* Digital elevation models

====Video Imaging====

Video image collection can capture either vertical or oblique imagery. Classification of video as vertical or oblique follows the same guidelines as described in '''Still Imaging.'''

For the highest quality video imagery the camera should be stabilized using a brushless gimbal that negates or reduces the apparent movement of the aircraft.

Embedding location coordinates in video imagery is not possible in the same way it is accomplished in still imagery. Geographic information (location information) from the aircraft's autopilot flight logs may be synced to the video file in post-processing to illustrate the location of the video.

Video imaging may include live video transmitted to the ground in addition to video recorded and stored on the aircraft.

'''Requirements'''
* Video imaging payload or camera, including any required stabilization mounts (anti-vibration, gimbal, etc.) and recording media (SD Card, etc.)
* Transmitter for imaging feed to ground control station
* Receiver and monitor for imaging feed in ground control station
* GPS logging of aircraft position during flight

'''Products or Outputs'''
* Live video
* Post-mission video
* Still images from video
* Pushbroom images from video

====Infrared Imaging====

Infrared image collection can capture either vertical or oblique video imagery in the near infrared spectrum. Classification of infrared imagery as vertical or oblique follows the same guidelines as described in '''Still Imaging.'''

For the highest quality infrared imagery the camera should be stabilized using a brushless gimbal that negates or reduces the apparent movement of the aircraft.

Embedding location coordinates in infrared video imagery is not possible in the same way it is accomplished in still imagery. Geographic information (location information) from the aircraft's autopilot flight logs may be synced to the infrared video file in post-processing to illustrate the location of the infrared video.

Infrared video imaging may include live video transmitted to the ground in addition to high-definition video recorded and stored on the aircraft.

'''Requirements'''
* IR imaging payload or camera, including any required stabilization mounts (anti-vibration, gimbal, etc.) and recording media (SD Card, etc.)
* Transmitter for imaging feed to ground control station
* Receiver and monitor for imaging feed
* GPS logging of aircraft position during flight

'''Products or Outputs'''
* Live infrared video
* Post-mission infrared video
* Still images from infrared video
* Pushbroom images from infrared video

====Low Level Corridor Imaging====

Low level corridor imaging is a specialized video imaging mission profile intended for flood assessment in streets with limited overhead clearance due to trees and power lines.

'''Requirements'''
* Video imaging payload or camera, including any required stabilization mounts (anti-vibration, gimbal, etc.) and recording media (SD Card, etc.)
* Video camera suitable for navigation and obstacle clearance (First Person View camera)
* Transmitter for imaging feed to ground control station
* Receiver and monitor for imaging feed in ground control station
* GPS logging of aircraft position during flight
Products of Video Imaging Mission Profile
* Live video
* Post-mission video
* Still images from video

====Life Safety Equipment Deployment====

[ in development ]

===UAS Data Processing===
Once the UAS sortie is complete, the data collected must be processed into a usable product. That product must then be distributed (made available in some way) to the end user. This Annex serves as a base document to discuss the post-mission processing and distribution required for a variety of UAS mission types.

To support the distribution of products, the following items/services are required:

* High-speed (broadband) internet access such as 4G or WiFi
* An internet Content Management System (CMS) such as WordPress, Mura, or Google Sites. (Google Docs may be used in this role).
* A Google account capable of supporting Google Hangouts, YouTube streaming, Google Photos, Google My Maps, and Picasa Web Albums
* The following software packages installed and configured on the computer to process photos and videos:
** Google Picasa (https://picasa.google.com/)
** Google Chrome (http://www.google.com/chrome/) (Highly recommended)
** Google Earth Pro (https://www.google.com/earth/download/gep/agree.html)
** Skitch by Evernote (https://evernote.com/skitch/)
** GPicSync (https://github.com/metadirective/gpicsync)
** Garmin VIRB Edit (http://www.garmin.com/en-US/shop/downloads/virb-edit)
** Agisoft Photoscan Pro

====Still Images (with Geographic Representation)====

Still images are the simplest of all UAS products. They can be processed to remove distortion or simply distributed ‘raw’ as they are downloaded from the aircraft.

All camera payloads are capable of capturing still imagery either on command from the pilot or via an intervalometer script or device.

'''Processing Workflow'''

# Create directory structure to contain mission images
# Create map and description of the mission area in Google Maps.
# Publish map and mission description to CMS.
# Download still images from the aircraft and clear the aircraft memory card.
# Geolocate images
# If the camera payload contains GPS functionality (such as a Garmin VIRB) then images are geolocated automatically. No further action is required. Skip to step 9.
# Images captured with a non-GPS camera (such as a Canon SX260 or GoPro Hero 4) must have the coordinates of the location the image was captured at written into the file. This can be accomplished by synchronizing the autopilot flight log and the captured images using software such as GPicSync.
# Verify image location data.
# Location information in the images should be reviewed for accuracy.
# Save mission photo set into the appropriate directory structure
# Import mission photo set into Picasa as a Album
# Initial exploitation - delete unnecessary photos, etc.
# Post-process images for color correction or to correct lens distortion (optional)
# Watermark images (optional)
# Upload to Picasa Web Albums, confirm sharing settings (set to Limited).
# Publish link to Picasa Web Album to CMS, notify of availability of initial imagery.
# From Picasa Web Album page, save the album’s KML file.
# Publish KML to CMS, notify of availability.
# Secondary exploitation - Mark and identify features, issues, etc. using Skitch.
# Add annotated photos from Skitch to Picasa album.
# Upload annotated photos to Picasa Web Albums.
# Publish notes about annotations to CMS, notify of availability of exploited imagery.

'''Distribution'''

End user access to the still images is available via the Content Management System and Picasa Web Albums. The images can also be distributed via USB drive, CD-ROM, or other removable media.

====Ortho-rectified Mosaic====

During post flight processing, the geo-tagged still images can be stitched together using software to create an ortho-rectified mosaic image of the entire area covered by the flight, creating a pseudo-map. This process can be time consuming and creates large datasets, which may be difficult to distribute via the internet. Ortho-rectified mosaics are too large to be distributed via most email systems.

Ortho-rectified mosaics (referred to as ‘orthos’ from here on) are useful for analyzing large areas and are easier to understand than a collection of still images (such as the Still Images product).

'''Processing Workflow'''

# At a minimum, perform Steps 1 through 7 of the Still Images Processing Workflow. Recommended that all steps in the Still Image Processing Workflow be completed prior to this workflow being started.
# Load photos into Agisoft Photoscan Pro and process to obtain a JPG or PNG format Orthophoto. This process will take considerable time!
# Publish notes about orthos to CMS, notify of availability of orthos.

'''Distribution'''

End user access to the processed orthophoto will be via USB drive or other removable media. In some situations, it may be possible to provide online access to the orthophoto via FTP or other web services, but this will require excellent IT infrastructure to accomplish.

====Digital Maps====

Digital maps may look and feel like an ortho-rectified mosaic, but they contain editorialized information. Utilizing the ortho-rectified mosaic image, geographical information system (GIS) software can create full featured maps for distribution via print or electronic means (internet delivery). This process is manual and may take considerable time (days) during post-processing.

'''Processing Workflow'''

# At a minimum, perform Steps 1 through 7 of the Still Images Processing Workflow. Recommended that all steps in the Still Image Processing Workflow be completed prior to this workflow being started.
# Perform the Ortho-rectified Mosaic workflow.
# Using ArcGIS, QGIS, TileMill or similar software packages (not prescribed here), create digital map products from the created ortho.
# Using a digital map tile creation tool, publish the resulting map tiles on the internet.
# Publish notes about maps to CMS, notify of availability of map products.

'''Distribution'''

Digital map tiles, once published online, can be utilized by a variety of digital tools on desktop and mobile platforms.

====Digital Elevation Model====

During post flight processing, vertical still images can be used to create a three-dimensional model of the area observed. This model can be utilized as a Digital Elevation Model or used to create contour lines on a map. This process takes considerable processing time and may require detailed ground surveys to occur simultaneously with original flight(s).

'''Processing Workflow'''

# At a minimum, perform Steps 1 through 7 of the Still Images Processing Workflow. Recommended that all steps in the Still Image Processing Workflow be completed prior to this workflow being started.
# Perform the Ortho-rectified Mosaic workflow.
# In PhotoScan Pro, Generate a Digital Elevation Model (DEM) file.
# Upload the DEM file to the CMS and publish link.
# Publish notes about DEM to CMS, notify of availability of DEM products.

'''Distribution'''

Digital Elevation Model files are relatively small in size, and can be distributed online (as in the workflow above) or via any USB or removable media.

====Live Video (Color or IR)====

Live video, transmitted from the aircraft to the ground while in flight, is a valuable decision making tool. Live Video can be combined with just about any mission type, even if the primary mission is not to shoot video.

This process utilizes YouTube’s Live Streaming capability. This tool provides for live broadcast of a video stream, as well as an immediate archive of the video after the live broadcast ends. Access to the video can be restricted via obfuscation (viewers must have the URL) or access control - users must sign in via username and password.

Live video transmission to the ground station is standard definition (SD, 640x480 pixels) when originating from the 3DR Iris+, FireFLY6, or 3DR Y6. Live video is high definition (720p, 1280x720 pixels) when originating from the DJI Phantom 3 Advanced or DJI Inspire 1

Live video is only possible while the aircraft and payload are within transmission range of the ground station.

Live video requires broadband internet at the Ground Control Station - preferably 4G or LTE service. There will be a delay in the video stream of between 30 and 60 seconds.

'''Processing Workflow'''

# Create map and description of the mission area in Google Maps.
# Publish map and mission description to CMS.
# Prior to flight, test video downlink.
# Connect USB video capture device to laptop used to process/transmit video.
# Connect video receiver on the ground to the USB capture device inputs.
# UAS Crew utilizes receiver/monitor in the Ground Station to monitor the aircraft and provide real-time assessment and planning.
# Launch YouTube Dashboard (https://www.youtube.com/dashboard) in Google Chrome
# Schedule a new “Live Streaming Event”, using the “Quick” (Google+ Hangouts on Air). Set privacy to “Unlisted” or “Private”. Title and description must be completed and should include reference to the mission identifier, date and time.
# Click ‘Go Live Now’. This will launch Google+ Hangouts On Air.
# Select the USB capture device as the input for the Google Hangout video. The video from the UAS should now be displayed on the screen.
# Click ‘Start Broadcast’.
# During the mission, the Hangout Toolbox can be used to display text information over the video, or to replace the video with still images.
# From the YouTube Dashboard, get the URL of the Live YouTube stream.
# Publish link to the CMS, notify of availability of live video imagery.
# At the conclusion of the flight, shut down the live stream.
# Modify the link on the CMS to indicate the link is no longer live, but an archived version of a previously live video.
# Publish notes about video to CMS, notify of availability of archived video imagery.

'''Distribution'''

All distribution of the live video is via the internet.

====Post-Mission Video (Color or IR)====

In situations where internet access is not available, video can be recorded in-flight and processed and distributed after the sortie or mission. This mission is not dependent on the Live Video mission type - it can be run simultaneously or stand alone.

Unlike Live Video, Post-Mission Video is always high-definition, typically 1080p resolution.

'''Processing Workflow'''

# Create directory structure to contain mission video.
# Create map and description of the mission area in Google Maps.
# Publish map and mission description to CMS.
# Download video from the aircraft and clear the aircraft/payload memory card.
# Download the autopilot log for the flight.
# Synchronize the video to the log and create location visualizations using Garmin VIRB Edit or similar software.
# Initial exploitation - edit video to remove unnecessary segments (launch, landing, etc.)
# Downsample video to minimum acceptable resolution
# Upload video to Google Drive
# Publish link to Google Drive video to CMS, notify of availability of processed video.
# Publish notes about video to CMS.

'''Distribution'''

Final processed videos may be very large, depending on resolution and duration. Videos should be uploaded to Google Drive as soon as practical but lack of bandwidth may delay this process. Post-Mission Video can also be distributed via USB drive or other removable media. In many cases, this may be the preferred method.

====Still Images from Video (Color or IR)====

During processing of Post-Mission Video, it may be desirable to capture still images from the video file. This can be accomplished using a variety of techniques, from dedicated software to taking a screenshot of the video while paused.

Once the images are captured, they can be processed as Still Images as described in '''Still Images (with Geographic Representation)''' manual geotagging will be required.

===UAS Capabilities Outline===

These figures should be used for rough planning purposes only.

====3DRobotics IRIS+ Multirotor====

:'''Endurance:''' 11 minutes (with reserve)
:'''Inventory''': 5 aircraft
:'''Missions:''' Still imagery, video imagery (live SD and post-processed), Life safety drop
:'''Minimum Crew:''' 2
:'''Coverage at 400' AGL: '''19 acres (.075 sq. km. / 7.5 hectares)
:'''Coverage at 200' AGL:''' 9.5 acres (.038 sq. km. / 3.85 hectares)

====3DRobotics Y6 Multirotor====

:'''Endurance:''' 11 minutes (with reserve)
:'''Inventory:''' 1 aircraft
:'''Missions:''' Still imagery, video imagery (live SD and post-processed)
:'''Minimum Crew:''' 2
:'''Coverage at 400' AGL:''' 19 acres (.075 sq. km. / 7.5 hectares)
:'''Coverage at 200' AGL:''' 9.5 acres (.038 sq. km. / 3.85 hectares)

====Swift Radioplanes Lynx UAS Fixed-Wing====

:'''Endurance:''' 80 minutes (with reserve)
:'''Inventory:''' 1 aircraft
:'''Missions:''' Still imagery (Nadir)
:'''Minimum Crew:''' 2, 3 Preferred
:'''Coverage at 400' AGL: '''1112 acres (4.5 sq. km. / 450 hectares)
:'''Coverage at 200' AGL:''' 556 acres (2.25 sq. km. / 225 hectares)

====DJI Inspire 1 Multirotor====

:'''Endurance:''' 18 minutes
:'''Inventory:''' 1 aircraft
:'''Missions: '''Still imagery, video imagery (live HD and post-processed)
:'''Minimum Crew: '''2
:'''Coverage at 400' AGL:''' 30 acres (.12 sq. km. / 12 hectares)
:'''Coverage at 200' AGL:''' 15 acres (.06 sq. km. / 5 hectares)

====DJI Phantom 3 Advanced Multirotor====

:'''Endurance:''' 20 minutes
:'''Inventory:''' 1 aircraft
:'''Missions:''' Still imagery, video imagery (post-processed only)
:'''Minimum Crew:''' 2
:'''Coverage at 400' AGL:''' 30 acres (.12 sq. km. / 12 hectares)
:'''Coverage at 200' AGL:''' 15 acres (.06 sq. km. / 5 hectares)

===Risk Matrix===

The current EMHS/CDRP Risk Matrix appears below. It can be accessed at:

https://drive.google.com/folderview?id=0B7eEPWQtRx9UfnBGcktYQmdzb1NXemM3N0tmMHlNNE9BR0ZSVG9rVnowZnBiaGNjbmJvOVk&usp=sharing

===Glossary and Acronyms===

====Acronyms====

:'''AGL''' - Altitude above ground level
:'''AO''' - Aircraft Operator
:'''AOB''' - Air Operations Branch
:'''ATO''' - Air Traffic Organization
:'''COA''' - Certificate of Authorization
:'''CTAF''' - Common Traffic Advisory Frequency
:'''FAA''' - Federal Aviation Administration
:'''GCS''' - Ground Control System
:'''IR''' - Infrared
:'''MSL''' - Altitude above mean sea level
:'''NOTAM''' - Notice to Airmen
:'''NM''' - Nautical mile
:'''PFC''' - Primary Flight Controller
:'''PIC''' - Pilot-in-Command
:'''POH''' - Pilot's Operating Handbook
:'''SO''' - Sensor Operator
:'''SOG''' - Standard Operating Guide
:'''TFR''' - Temporary Flight Restriction
:'''UAS''' - Unmanned Aircraft Systems
:'''UAV''' - Unmanned Aerial Vehicle
:'''VO''' - Visual Observer

====Glossary====

:'''Air Operations Branch''' - Branch of the Incident Command System responsible for the coordination and direction of all airborne assets and activities.

:'''Air Traffic Organization''' - Administrative division of the FAA responsible for the safe control of all air traffic in the United States.

:'''Aircraft logbook''' - Logbook for each aircraft detailing flight time, maintenance and repairs.

:'''Aircraft Operator''' - Crewmember responsible for operation of the autopilot and autonomous flight systems.

:'''Certificate of Authorization''' - Authorization from the FAA to operate a UAS for research or public use.

:'''Certificated Pilot''' - A pilot in possession of a valid and current pilot's certificate issued by the FAA or other international aviation authority.

:'''Commercial Pilot Certificate '''- A pilot's certificate valid for commercial operations (for hire).

:'''Crew '''- Personnel required for the safe and effective operation of the UAS.

:'''Failsafe mode '''- Automated mode which is triggered when the UAS loses connection/signal from the GCS and/or PFC. Typically the failsafe mode is 'return to launch'.

:'''Flight''' - One launch to landing cycle of the aircraft and crew.

:'''Ground Control Station''' - Computer, tablet and/or other communications equipment on the ground designed to interface with and control the aircraft and autopilot.

:'''Guided Mode '''- Autopilot controlled flight mode in which the Aircraft Operator clicks on a map interface to direct the aircraft to fly to that location.

:'''Medical Certificate '''- An FAA issued certificate indicating the holder has passed a flight physical and background check. Medical Certificates are issued in three classes, First, Second and Third, and are good for a limited period of time.

:'''Mission '''- One assigned objective for the UAS and crew to accomplish. A single mission may require multiple sorties or flights.

:'''N-Number''' - FAA aircraft registration number. In the United States, all aircraft registration numbers begin with the letter 'N'.

:'''Non-towered Airport '''- An airport without an operating/staffed control tower.

:'''Notice to Airmen''' - A standard method of informing the aviation/pilot community of a special or temporary condition that may impact the safety of flight.

:'''Pilot-in-Command '''- The individual who has final authority and responsibility for the aircraft and crew.

:'''Pilot's Operating Handbook''' - The manual that outlines all aspects of the safe and effective operation of a specific aircraft or UAS.

:'''Private Pilot Certificate''' - A pilot's certificate valid for personal or non-commercial/non-compensated use.

:'''Registration number''' - See N-number

:'''Safety Pilot''' - Pilot or operator of the UAS who utilizes the Primary Flight Control to maneuver (or 'fly') the aircraft. The safety pilot is typically also the Pilot-in-Command.

:'''Sensor Operator''' - Crew member responsible for the configuration and operation of the sensor payload as well as equipment that supports that payload.

:'''Sortie''' - A single flight of the UAS or aircraft.

:'''Temporary Flight Restriction''' - A temporary restriction placed by the FAA on a specific piece of airspace for a specific time. Enforced to ensure the safety of aircraft as well as people on the ground. TFR's are common over a disaster impact area to prevent normal traffic from interfering with search and rescue aircraft, etc.

:'''Towered Airport''' - An airport with an operating and manned air traffic control tower.

:'''Unmanned Aerial Vehicle''' - Acceptable term for an unmanned aircraft. Refers to the aircraft itself.

:'''Unmanned Aircraft System '''- The FAA adopted term for an unmanned aircraft as well as the systems, equipment, and crew that support that aircraft. This is the preferred terminology.

:'''Visual Observer''' - Crew member responsible for ensuring the UAS does not interfere with other aircraft or obstacles.

:'''Waypoint''' - A set of coordinates and altitude entered in the GCS to which the aircraft will automatically fly. Upon reaching the waypoint, the aircraft will typically move to the next sequential waypoint.

UAS in EM Standard Operating Guide

2019-02-25T22:01:45Z

Dmerrick:

'''SOG Version 1.6 | 25 FEB 19'''
==Introduction==
'''SOG Section 1 - Introduction'''
===Overview===
The Center for Disaster Risk Policy (CDRP) at Florida State University established the Unmanned Aircraft System research project to assess and improve the usability of small unmanned aircraft systems in the context of state, local, and federal disaster management. This project examines UAS hardware, software, policies and procedures, data collection methodologies, and crew training and education to develop best practices for UAS applications in emergency management. Governments and organizations at all levels are expressing interest in how UAS can be applied to emergency management processes, including mitigation, preparedness, response and recovery.

The Center for Disaster Risk Policy (CDRP) is the applied and field research arm of the Emergency Management and Homeland Security Program (EMHS) at FSU, and CDRP faculty and staff have decades of operational emergency management, communications, and information technology experience. CDRP Faculty and Staff, in conjunction with EMHS students have deployed UAS for a variety of emergency and disaster related projects, including risk reduction projects in Haiti and Belize, as well as hurricane response efforts in Florida and Texas. The CDRP UAS Team has worked with Florida Urban Search and Rescue (US&R) Task Forces in both exercises and real-world deployments.

===Purpose of this Document===
This Standard Operating Guide includes all non-aircraft specific information and operational guidelines for CDRP personnel operating a UAS.

Further, this document may be used as a template for any entity conducting UAS operations in support of emergency or disaster response agencies. This document is open source and available to anyone who may need it.

===Authors===
David Merrick, Jarrett Broder, Rob McDaniel, Jessica Weins, Tanya Shannon, Laura Hart, and Abra Kinch

===Published Location===
This guide and all supporting documents is published at http://uas.cdrp.net

[[File:transparent.gif|150px|link=]]
==Administration==
'''SOG Section 2 - Administration'''
===Administrative Control===
This unmanned aircraft system research project is under the administrative control of the Center for Disaster Risk Policy at Florida State University. All research and operations must comply with CDRP polices and procedures, University policies and procedures, as well as state, local and federal laws and regulations.

The CDRP UAS research project director is David Merrick - dmerrick at em fsu edu.

===Authority to Task===
Only the Director of the Center for Disaster Risk Policy at Florida State University or their delegates have the authority to task or assign any UAS resources (including but not limited to aircraft, personnel, or equipment) to any project, mission, or other assignment.

===Maintenance of this Document===
The CDRP UAS Standard Operating Guide is maintained and updated by the faculty/staff of CDRP and approved for publication by the Director of CDRP.

===Coordination with the Federal Aviation Administration===
For purposes of correspondence with the FAA, to include (but not limited to) aircraft registration, Certificate of Authorization (COA) applications, incident reporting, operational reporting, etc., this research program should be identified as:

:Center for Disaster Risk Policy
:Florida State University
:113 Collegiate Loop
:Bellamy 638
:Tallahassee, FL 32306-2250
:850.644.9961
:uas@em.fsu.edu

[[File:transparent.gif|150px|link=]]
==Unmanned Aircraft Systems Limitations and Requirements==
'''SOG Section 3 - UAS Limitations and Requirements'''
===Limitations and Requirements Overview===
All UAS operated by EMHS.CDRP will meet the following requirements and limitations, without exceptions.

These limitations and requirements are in effect to ensure safe operation of the UAS and ensure the safety of the crew, onlookers and other personnel not directly involved in the operation.

===Weight===
The UAS will weigh less than 55lbs. at takeoff. This is gross weight (or 'all up' weight) including fuel sources (battery) and mission payload.

===Performance and Altitude===
The UAS will not exceed 86 knots of ground speed during flight. This equates to 100mph or 44m/s.

The UAS will not exceed 400' AGL unless specifically authorized by the FAA or if operated within the parameters of Part 107 of the Federal Aviation Regulations (FAR).

===Preflight Inspection===
Prior to any UAS flight, the Pilot in Command will conduct a thorough inspection of all components of the UAS, including the air vehicle, ground control station, and communication devices. Systems not found to be in condition for safe flight or operation will not be utilized.

Any discrepancies found during pre-flight inspections should be logged in the aircraft logbook.

===Minimum Crew===
All UAS operations will be conducted by a Pilot in Command (PIC) and Visual Observer (VO) or Aircraft Operator (AO). The PIC has the final authority and responsibility for the safe operation of the UAS and the safety and well-being of UAS crewmembers. While not required a third crewmember (in either the VO or AO crew position) is recommended for safe operations.

===Failsafe/Lost Link Mode===
All UAS must be equipped with a failsafe mode in case of primary control link failure. This failsafe or lost link mode should return the aircraft to the launch point without requiring human intervention. Specific mission profiles may require a different failsafe mode to ensure the safety of persons on the ground.

===Flight Termination Option===
Each UAS should be equipped with an in-flight termination option. This would immediately kill power to the aircraft, resulting in an immediate and uncontrolled decent into terrain. Flight termination modes are not a replacement for lost link or failsafe modes. Flight termination should only be carried out when it is the only option to prevent injuries to bystanders or other persons not involved in the operation. Crew members should be briefed on how to initiate flight termination, as well as the effects of flight termination, before every sortie.

===Emergency Procedures Defined===
All UAS must have documented emergency procedures covering (at a minimum): engine or power failure; fire; loss of control link; loss of GPS; loss of telemetry data link; loss of video downlink. Emergency Procedures will be detailed in the Pilot's Operating Handbook as required in this SOG.

===Flight Controls===
All UAS must have a Primary Flight Controller (PFC) allowing the pilot manual (or a close approximation of manual) control over the aircraft. All UAS must have an autopilot capable of autonomous and user-directed flight.

The PFC must be in the direct possession of the Pilot in Command at all times.

===Required Flight Modes/Autopilot Modes===
Each aircraft and autopilot combination provides different flight control modes. While the aircraft or autopilot may provide additional modes, the following are required:

* Manual/Stabilized Mode - Allows the pilot or pilot-in-command to manually control the aircraft. This mode may provide stabilization if required (as on a multi-rotor).
* Loiter Mode - Allows the aircraft to hold lateral position and altitude with minimal pilot input. Fixed-wing aircraft may circle a specific point.
* Return to Launch (RTL) or Return to Home (RTH) - Directs the aircraft to begin an automated least-time/least-distance return to the launch point. Useful as a failsafe mode.

===Battery Reserve===
Battery voltage is the 'fuel' for electric UAS. With this in mind, all UAS flights will end while the aircraft maintains a 15% battery reserve. Battery voltage and capacity should be measured using voltage of the battery per the aircraft POH.

===Aircraft Markings===
All UAS must be registered with the FAA. All aircraft must display the corresponding registration number (N-number or FA-number) in a permanent fashion so that it is visible while the UAS is on the ground.

If required by the FAA, all UAS will be marked as 'Experimental'. This marking will be visible and permanent.

===Aircraft Documentation===
Each UAS will have a Pilot's Operating Handbook (POH) specific for the model. The POH will be located with the Ground Control Station and will be familiar to each crewmember.

The POH will include all documentation required by this SOG and will be available for inspection during all UAS operations.

[[File:transparent.gif|150px|link=]]
==Crewmembers==
'''SOG Section 4 - Crewmembers'''
===Crewmembers Defined===
UAS crewmembers constitute any personnel responsible for the safe operation of the unmanned aircraft, support systems, payload, or coordination systems. Crewmembers are classified into one of the following positions: Pilot-in-Command, Aircraft Operator, Sensor Operator, Visual Observer.

'''The required positions for all UAS flights are Pilot-in-Command and either a) Visual Observer, or b) Aircraft Operator.''' Other positions may be added to a flight if mission requirements and workload dictate.

===Pilot-in-Command===
The Pilot-in-Command (PIC) flies the aircraft and is the final authority on all aspects of the UAS operation. The PIC is responsible for all aspects of the UAS operation and supervises the Visual Observer, Aircraft Operator, and/or Sensor Operator.

====Pilot-in-Command Required Standards====
*The PIC must possess a current Part 107 Remote Pilot Certificate, or meet the minimum pilot standards as stated in the FAA-issued Certificate of Authorization (COA) being utilized to conduct flight operations.
*The PIC must have meet the knowledge and practical standards in the document [[UAS in EM Operator/Remote Pilot Standards]]

====Pilot-in-Command Currency Requirements====
*Prior to current UAS operations, the PIC will have logged a minimum of 5 hours as a UAS pilot and 3 take offs and 3 landings in the preceding 90 days. This is total time, not in a specific aircraft.

===Aircraft Operator===

The Aircraft Operator (AO) operates the UAS autopilot and autonomous systems. The aircraft Using these systems, the AO may control the aircraft using waypoint navigation or guided mode. The AO assists with the launch and recovery of the aircraft and coordinates with the Sensor Operator if assigned.

===Visual Observer===

The Visual Observer (VO) acts as a second set of eyes for the Pilot-in-Command and ensures safe operation of the UAS. This includes ensuring separation of UAS operations from manned aviation activity, enforcing minimum safe distances of bystanders and observers, and safe interaction of the crew. The VO assists with launch and recovery of the aircraft.

===Sensor Operator===

The Sensor Operator (SO) operates the UAS payload and/or sensors, including EO/IR cameras, digital still cameras, atmospheric sensors, or any other payload. The SO assists with the launch and recovery of the aircraft and coordinates with the Aircraft Operator if assigned.

===Training and Proficiency===

CDRP UAS crew will maintain proficiency through periodic training and proficiency flights.

Pilot-in-Command, Aircraft Operator, and Visual Observer must demonstrate proficiency in knowledge and practical standards every 90 days.

===Crew Flight Logs===

All crew are required to maintain accurate logs of all time associated with UAS flights. This includes, but is not limited to; time as Pilot-in-Command, time as Aircraft Operator, time as Visual Observer, time as Sensor Operator, and time as an instructor.

Flight logs should be consolidated once per calendar month, stored electronically in a centralized location, and reviewed periodically for accuracy and completeness.

[[File:transparent.gif|150px|link=]]
==Flight Environment==
'''SOG Section 5 - Flight Environment'''
===Airspace===
UAS Flights will primarily occur in Class G airspace. No operations will be conducted in Class A or Class B airspace. Operations in Class C and Class D airspace will only occur with prior approval of the FAA.

Operations within five (5) nautical miles of a non-towered airport will require approval from the airport authority prior to operations commencing.

''See Appendix A - Post Disaster Airspace Management and Coordination for more information regarding UAS operations during or after an emergency or disaster.''

===Line of Sight===
All UAS will be flown within the visual line of sight of the Pilot in Command and Visual Observer. Visual line of sight must be unaided through optical or electronic means (outside of standard prescription contact lenses or glasses).

===Altitude===
All UAS flights will be conducted at or below 400' AGL.

===Weather and Time of Day===
All UAS flights will operate at least 500 feet below or 2,000 feet horizontally from clouds. All UAS flights will be conducted when visibility is at least 3 statute miles from the Pilot in Command and Visual Observer.

All UAS flights will occur during daylight hours.

===Flight Risk Assessment===
Crew will conduct a thorough risk assessment prior to each UAS sortie. Factors considered will include weather, location, mission parameters, crew capacity and operational tempo.

The CDRP Risk Matrix tool is located in Appendix E - Risk Matrix.

===Preflight Briefing===
Prior to all UAS flights, sorties, or missions, a thorough preflight brief will be conducted for all crewmembers, observers and other participants. This briefing will include, at a minimum:

* Crewmember assignments
* Aircraft and payload summary
* Mission or purpose of flight
* Description of the mission or flight area
* Duration
* Weather
* Identification of coordinating/controlling agencies, entities, etc.
* Communications plan, including crew and outside communications
* Hazards to the aircraft and crew
* Description of primary launch and recovery area (LRA) and any alternate LRA's

===Launch and Recovery Areas===
Launch and Recovery Areas (LRAs) will be selected based on the requirements of the aircraft and the mission. LRAs must be located on property the UAS crew has a legal right/permission to access, and must provide a safe area to operate for the crew, observers, and aircraft.

LRA's must be clear of overhead power lines, telecommunication lines, and other obstacles.

===Operations Over People and Property===
The UAS will not be operated directly over any person at an altitude that is hazardous to the persons below in the event of a failure of the UAS or associated systems.

===Yield to Manned Aviation===
All UAS operations must remain clear of and immediately yield to manned aircraft operations. This includes ultra-light aircraft, parachutists, balloonists, parasailing activity, hang gliders, etc.

===Battery/Fuel Reserve===
All UAS will land with a 25% reserve battery power. This reserve may be used at the discretion of the pilot-in-command only to ensure safety of flight as well as people/material on the ground.

===Privacy===
UAS will not capture or retain imagery of private property or persons where doing so would violate a reasonable expectation of privacy.

For operations in the State of Florida, all flights will be conducted in compliance with State statute 934.50 "Searches and seizure using a drone."

===Stationary Ground Control Station===
UAS operations will only be conducted from stationary locations. The PIC or ground control station will not be located in a moving vehicle.

===Sterile Cockpit===
During critical flight operations, such as launch and recovery, the UAS crew will ensure that a 'sterile cockpit' is enforced around the ground control station. Sterile cockpit means that no extraneous conversation or non-essential activities will occur.

[[File:transparent.gif|150px|link=]]
==Maintenance==
'''SOG Section 6 - Maintenance'''
===Airframe Log===

All maintenance performed on UAS will be logged in the UAS airframe logbook. Each entry will include, at a minimum: the person performing the maintenance action, date, description of the maintenance action, and list of parts replaced.

Changes to the firmware, software, or operating system of the aircraft or autopilot must be logged.

===Periodic Inspection===

All UAS airframes will be inspected for damage every calendar quarter. These inspections will be logged in the UAS airframe logbook. This inspection must include: full power test, control surface check, transmitter/receiver range check, and autopilot functionality check.

===Payload Changes===

All payload changes will be logged in the UAS airframe logbook. This will included routine swaps of previously flown payloads.

===Bench and Acceptance Testing===

Any activity that changes the operational and/or flight characteristics will require that the UAS undergo bench and flight acceptance testing prior to further use.

Bench testing may be accomplished without propellers or rotors to ensure expected operation of autopilots, control surfaces, servos, etc. Bench testing should be performed before flight acceptance testing.

Flight acceptance testing must be performed prior to operational or research use. Flight testing should be conducted in a remote and secure location, with a limited crew exposure to the untested aircraft.

Changes to any of these systems requires bench and flight testing:

* Structural components of the airframe
* Motors
* Electronic speed controllers
* Power distribution systems
* Radio control transmitter or receiver
* Autopilot or flight controller
* Propellers (reconfigure only)

[[File:transparent.gif|150px|link=]]
==Permissions and Certifications to Fly==
'''SOG Section 7 - Permissions and Certifications to Fly'''
===Certificate of Authorization===

CDRP will obtain an Air Traffic Organization (ATO) issued Certificate of Authorization (COA) prior to conducting UAS operations for any purpose. This COA may be obtained for a Public Aircraft of flight operations that are a public good, or under a valid Section 333 exemption for commercial activities.

===Emergency Certificate of Authorization===

When operating in support of an emergency response or recovery effort, an Emergency Certificate of Authorization (E-COA) may be obtained from the FAA. The E-COA will authorize existing airframes and/or systems defined in an existing COA to operate in new airspace under specified guidelines.

The E-COA process requires the authorization of a response or recovery agency.

===Notice to Airmen===

If required by the COA, CDRP will request a Notice to Airmen (NOTAM) 48 to 72 hours in advance of UAS operations.

===Plan of Activities===

CDRP will provide a written Plan of Activities to the local ATO office with jurisdiction over the area encompassing the UAS operations. This written plan will be submitted as early as feasible prior to the commencement of UAS operations. CDRP will also make public the Plan of Activities on the website http://cdrp.net.

The Plan of Activities will include (at a minimum):

* Dates and times of UAS operations
* Contact name and phone number for the UAS pilot-in-command
* Make, model and N-number of the UAS to be flown
* Name and FAA certificate number of the UAS PIC
* Statement that the CDRP has obtained permission from the property owners and/or local officials to conduct the flight.
* Signature of exemption holder or representative
* A description of the flight activity, including maps and diagrams of the activity.

[[File:transparent.gif|150px|link=]]

==Appendices==
'''SOG Section 8 - Appendicies'''

*'''[[Appendix A - Post Disaster Airspace]]'''
*'''[[Appendix B - UAS Missions and Applications]]'''
*'''[[Appendix C - UAS Capabilities Outline]]'''
*'''[[Appendix D - Risk Matrix]]'''
*'''[[Appendix E - Acronyms and Glossary]]'''

[[File:transparent.gif|150px|link=]]

===Post-Disaster Airspace===
Flight operations, manned and unmanned, in post-disaster airspace are complicated and potentially dangerous. As such, close coordination between FAA ATO, the SERT Air Operations Branch and the UAS operator are critical. When operating in these environments, UAS crews should maintain a sterile cockpit at all times.

====UAS Coordination====
UAS flights supporting disaster response and/or recovery will occur only after coordination with and approval by the responsible Air Operations Branch at the city, county or state level. During all post-disaster UAS operations, CDRP will designate a UAS Coordinator as the direct contact to the Air Operations Branch. The UAS Coordinator will be co-located with the Air Operations Branch whenever practical.
====Airspace Deconfliction====
UAS operations need to be in compliance with the FAA Airspace Management Plan for Disasters (AMP). This is accomplished within the Air Operations Branch.

The standard FAA AMP calls for rotary wing search and rescue (SAR) and rotary wing sling load operations to occur between the surface and 500' AGL. This is in direct conflict with the typical airspace for small UAS operations. Therefore, it is recommended that UAS operations be segregated from active rotary wing SAR and sling load operations.

Pilots of manned aircraft are not likely to see a UAS at low altitude. Therefore it is the responsibility of the UAS crew to see and avoid manned aircraft at all times. UAS are required to always yield to manned aircraft.

UAS segregation should occur using three factors: geographic, altitude, and date/time. UAS flights should be authorized only in specific airspace, from the surface to a specific altitude (typically 400' AGL or less) and in specific date and time blocks. All altitude coordination with the AOB or ATC must be done in feet (English).

====Air Operations Branch Communication====
UAS crew must notify the AOB via telephone prior to launch of a UAS and again upon recovery. If the duration of the UAS sortie is to exceed 20 minutes, the UAS crew must notify the AOB every 20 minutes of the aircraft status, location, airspeed and altitude.

====Local Traffic Radio Communication====
The UAS crew must advise local air traffic via the established CTAF (Common Traffic Advisory Frequency) every 20 minutes of UAS position, airspeed and altitude. In case of operations near towered airports, these CTAF reports will be made to the local ATC controlling the airspace. In operations away from towered airports, CTAF calls will be made "in the blind" in the same manner as manned aircraft notify local traffic of activities in and around the traffic pattern of uncontrolled airports.
A.5 - Airspace Exceptions

In a post-disaster environment, particularly when a Temporary Flight Restriction (TFR) has been issued by the FAA, UAS Flights may occur in any type of airspace authorized by the FAA and the Air Operations Branch.

===UAS Mission Profiles===
UAS operations can support several missions typically managed by the Florida SERT Air Operations Branch (AOB), including '''Incident Awareness and Assessment (IAA), Aerial imagery''' and '''Airborne search and rescue'''. These activities support the AOB defined mission priorities of reconnaissance, property protection, environmental protection, and lifesaving.

To accomplish these activities, UAS operations can be broken down into several UAS mission types applicable to emergency management. Each of these UAS mission types has payload requirements as well as specific products - the output of the mission. By understanding the products of each of these mission type, managers can apply an appropriate mission to an activity and/or priority.

Some aircraft and payload combinations allow for the payload to be configured in flight to accomplish different mission types. Others require the payload to be configured on the ground, prior to launch, and is not changeable in flight.

A specific mission profile is capable of generating specific products and outputs. Further, each mission profile has set requirements in the context of airframe, payload, supplemental equipment, and crew.

====Still Imaging====
Still image collection can capture either vertical or oblique imagery.

Vertical still images (also called nadir images) are taken with the camera oriented so that it is pointed straight down (vertically) at the ground. Each image captured is what appears directly below the aircraft. No horizon is visible. Vertical still images look like small parts of a map, and provide roughly consistent scale across the entire image. The vertical perspective also makes the measurement of direction and distance possible on the raw photo.

Oblique still images are taken with the camera oriented horizontally or at an angle other than vertical. High angle oblique images have the apparent horizon visible in the image, while low angle oblique images do not. Oblique images have some significant advantages over vertical images. At similar altitudes, oblique images show more area than a vertical image, though perspective creates significant distortions in scale and distance. Oblique images also can show features that are not visible in vertical images, such as walls of buildings.

The camera may be configured to capture images on a timed cycle using an intervalometer or it may be connected to the aircraft autopilot to capture images spaced by a set distance, such as every 50 meters. Further, some payloads and/or cameras may allow the operator to trigger the camera manually.

To be effective in this mission, all images must be tagged with the geographic coordinates of the camera when the image was taken. To accomplish this, the camera should either have an integrated global positioning system (GPS) or the images may be geocoded using autopilot logs during post-flight processing.

Note that oblique still images cannot be used to create ortho-rectified mosaics or maps.

'''Requirements'''
* Still imaging payload or camera, including any required stabilization mounts (anti-vibration, gimbal, etc.) and recording media (SD Card, etc.)
* Transmitter for imaging feed to ground control station
* Receiver and monitor for imaging feed
* GPS logging of aircraft position during flight

'''Products or Outputs'''
* Still images
* Still images with geographic representation
* Ortho-rectified mosaic
* Digital maps
* Printed maps
* Digital elevation models

====Video Imaging====

Video image collection can capture either vertical or oblique imagery. Classification of video as vertical or oblique follows the same guidelines as described in '''Still Imaging.'''

For the highest quality video imagery the camera should be stabilized using a brushless gimbal that negates or reduces the apparent movement of the aircraft.

Embedding location coordinates in video imagery is not possible in the same way it is accomplished in still imagery. Geographic information (location information) from the aircraft's autopilot flight logs may be synced to the video file in post-processing to illustrate the location of the video.

Video imaging may include live video transmitted to the ground in addition to video recorded and stored on the aircraft.

'''Requirements'''
* Video imaging payload or camera, including any required stabilization mounts (anti-vibration, gimbal, etc.) and recording media (SD Card, etc.)
* Transmitter for imaging feed to ground control station
* Receiver and monitor for imaging feed in ground control station
* GPS logging of aircraft position during flight

'''Products or Outputs'''
* Live video
* Post-mission video
* Still images from video
* Pushbroom images from video

====Infrared Imaging====

Infrared image collection can capture either vertical or oblique video imagery in the near infrared spectrum. Classification of infrared imagery as vertical or oblique follows the same guidelines as described in '''Still Imaging.'''

For the highest quality infrared imagery the camera should be stabilized using a brushless gimbal that negates or reduces the apparent movement of the aircraft.

Embedding location coordinates in infrared video imagery is not possible in the same way it is accomplished in still imagery. Geographic information (location information) from the aircraft's autopilot flight logs may be synced to the infrared video file in post-processing to illustrate the location of the infrared video.

Infrared video imaging may include live video transmitted to the ground in addition to high-definition video recorded and stored on the aircraft.

'''Requirements'''
* IR imaging payload or camera, including any required stabilization mounts (anti-vibration, gimbal, etc.) and recording media (SD Card, etc.)
* Transmitter for imaging feed to ground control station
* Receiver and monitor for imaging feed
* GPS logging of aircraft position during flight

'''Products or Outputs'''
* Live infrared video
* Post-mission infrared video
* Still images from infrared video
* Pushbroom images from infrared video

====Low Level Corridor Imaging====

Low level corridor imaging is a specialized video imaging mission profile intended for flood assessment in streets with limited overhead clearance due to trees and power lines.

'''Requirements'''
* Video imaging payload or camera, including any required stabilization mounts (anti-vibration, gimbal, etc.) and recording media (SD Card, etc.)
* Video camera suitable for navigation and obstacle clearance (First Person View camera)
* Transmitter for imaging feed to ground control station
* Receiver and monitor for imaging feed in ground control station
* GPS logging of aircraft position during flight
Products of Video Imaging Mission Profile
* Live video
* Post-mission video
* Still images from video

====Life Safety Equipment Deployment====

[ in development ]

===UAS Data Processing===
Once the UAS sortie is complete, the data collected must be processed into a usable product. That product must then be distributed (made available in some way) to the end user. This Annex serves as a base document to discuss the post-mission processing and distribution required for a variety of UAS mission types.

To support the distribution of products, the following items/services are required:

* High-speed (broadband) internet access such as 4G or WiFi
* An internet Content Management System (CMS) such as WordPress, Mura, or Google Sites. (Google Docs may be used in this role).
* A Google account capable of supporting Google Hangouts, YouTube streaming, Google Photos, Google My Maps, and Picasa Web Albums
* The following software packages installed and configured on the computer to process photos and videos:
** Google Picasa (https://picasa.google.com/)
** Google Chrome (http://www.google.com/chrome/) (Highly recommended)
** Google Earth Pro (https://www.google.com/earth/download/gep/agree.html)
** Skitch by Evernote (https://evernote.com/skitch/)
** GPicSync (https://github.com/metadirective/gpicsync)
** Garmin VIRB Edit (http://www.garmin.com/en-US/shop/downloads/virb-edit)
** Agisoft Photoscan Pro

====Still Images (with Geographic Representation)====

Still images are the simplest of all UAS products. They can be processed to remove distortion or simply distributed ‘raw’ as they are downloaded from the aircraft.

All camera payloads are capable of capturing still imagery either on command from the pilot or via an intervalometer script or device.

'''Processing Workflow'''

# Create directory structure to contain mission images
# Create map and description of the mission area in Google Maps.
# Publish map and mission description to CMS.
# Download still images from the aircraft and clear the aircraft memory card.
# Geolocate images
# If the camera payload contains GPS functionality (such as a Garmin VIRB) then images are geolocated automatically. No further action is required. Skip to step 9.
# Images captured with a non-GPS camera (such as a Canon SX260 or GoPro Hero 4) must have the coordinates of the location the image was captured at written into the file. This can be accomplished by synchronizing the autopilot flight log and the captured images using software such as GPicSync.
# Verify image location data.
# Location information in the images should be reviewed for accuracy.
# Save mission photo set into the appropriate directory structure
# Import mission photo set into Picasa as a Album
# Initial exploitation - delete unnecessary photos, etc.
# Post-process images for color correction or to correct lens distortion (optional)
# Watermark images (optional)
# Upload to Picasa Web Albums, confirm sharing settings (set to Limited).
# Publish link to Picasa Web Album to CMS, notify of availability of initial imagery.
# From Picasa Web Album page, save the album’s KML file.
# Publish KML to CMS, notify of availability.
# Secondary exploitation - Mark and identify features, issues, etc. using Skitch.
# Add annotated photos from Skitch to Picasa album.
# Upload annotated photos to Picasa Web Albums.
# Publish notes about annotations to CMS, notify of availability of exploited imagery.

'''Distribution'''

End user access to the still images is available via the Content Management System and Picasa Web Albums. The images can also be distributed via USB drive, CD-ROM, or other removable media.

====Ortho-rectified Mosaic====

During post flight processing, the geo-tagged still images can be stitched together using software to create an ortho-rectified mosaic image of the entire area covered by the flight, creating a pseudo-map. This process can be time consuming and creates large datasets, which may be difficult to distribute via the internet. Ortho-rectified mosaics are too large to be distributed via most email systems.

Ortho-rectified mosaics (referred to as ‘orthos’ from here on) are useful for analyzing large areas and are easier to understand than a collection of still images (such as the Still Images product).

'''Processing Workflow'''

# At a minimum, perform Steps 1 through 7 of the Still Images Processing Workflow. Recommended that all steps in the Still Image Processing Workflow be completed prior to this workflow being started.
# Load photos into Agisoft Photoscan Pro and process to obtain a JPG or PNG format Orthophoto. This process will take considerable time!
# Publish notes about orthos to CMS, notify of availability of orthos.

'''Distribution'''

End user access to the processed orthophoto will be via USB drive or other removable media. In some situations, it may be possible to provide online access to the orthophoto via FTP or other web services, but this will require excellent IT infrastructure to accomplish.

====Digital Maps====

Digital maps may look and feel like an ortho-rectified mosaic, but they contain editorialized information. Utilizing the ortho-rectified mosaic image, geographical information system (GIS) software can create full featured maps for distribution via print or electronic means (internet delivery). This process is manual and may take considerable time (days) during post-processing.

'''Processing Workflow'''

# At a minimum, perform Steps 1 through 7 of the Still Images Processing Workflow. Recommended that all steps in the Still Image Processing Workflow be completed prior to this workflow being started.
# Perform the Ortho-rectified Mosaic workflow.
# Using ArcGIS, QGIS, TileMill or similar software packages (not prescribed here), create digital map products from the created ortho.
# Using a digital map tile creation tool, publish the resulting map tiles on the internet.
# Publish notes about maps to CMS, notify of availability of map products.

'''Distribution'''

Digital map tiles, once published online, can be utilized by a variety of digital tools on desktop and mobile platforms.

====Digital Elevation Model====

During post flight processing, vertical still images can be used to create a three-dimensional model of the area observed. This model can be utilized as a Digital Elevation Model or used to create contour lines on a map. This process takes considerable processing time and may require detailed ground surveys to occur simultaneously with original flight(s).

'''Processing Workflow'''

# At a minimum, perform Steps 1 through 7 of the Still Images Processing Workflow. Recommended that all steps in the Still Image Processing Workflow be completed prior to this workflow being started.
# Perform the Ortho-rectified Mosaic workflow.
# In PhotoScan Pro, Generate a Digital Elevation Model (DEM) file.
# Upload the DEM file to the CMS and publish link.
# Publish notes about DEM to CMS, notify of availability of DEM products.

'''Distribution'''

Digital Elevation Model files are relatively small in size, and can be distributed online (as in the workflow above) or via any USB or removable media.

====Live Video (Color or IR)====

Live video, transmitted from the aircraft to the ground while in flight, is a valuable decision making tool. Live Video can be combined with just about any mission type, even if the primary mission is not to shoot video.

This process utilizes YouTube’s Live Streaming capability. This tool provides for live broadcast of a video stream, as well as an immediate archive of the video after the live broadcast ends. Access to the video can be restricted via obfuscation (viewers must have the URL) or access control - users must sign in via username and password.

Live video transmission to the ground station is standard definition (SD, 640x480 pixels) when originating from the 3DR Iris+, FireFLY6, or 3DR Y6. Live video is high definition (720p, 1280x720 pixels) when originating from the DJI Phantom 3 Advanced or DJI Inspire 1

Live video is only possible while the aircraft and payload are within transmission range of the ground station.

Live video requires broadband internet at the Ground Control Station - preferably 4G or LTE service. There will be a delay in the video stream of between 30 and 60 seconds.

'''Processing Workflow'''

# Create map and description of the mission area in Google Maps.
# Publish map and mission description to CMS.
# Prior to flight, test video downlink.
# Connect USB video capture device to laptop used to process/transmit video.
# Connect video receiver on the ground to the USB capture device inputs.
# UAS Crew utilizes receiver/monitor in the Ground Station to monitor the aircraft and provide real-time assessment and planning.
# Launch YouTube Dashboard (https://www.youtube.com/dashboard) in Google Chrome
# Schedule a new “Live Streaming Event”, using the “Quick” (Google+ Hangouts on Air). Set privacy to “Unlisted” or “Private”. Title and description must be completed and should include reference to the mission identifier, date and time.
# Click ‘Go Live Now’. This will launch Google+ Hangouts On Air.
# Select the USB capture device as the input for the Google Hangout video. The video from the UAS should now be displayed on the screen.
# Click ‘Start Broadcast’.
# During the mission, the Hangout Toolbox can be used to display text information over the video, or to replace the video with still images.
# From the YouTube Dashboard, get the URL of the Live YouTube stream.
# Publish link to the CMS, notify of availability of live video imagery.
# At the conclusion of the flight, shut down the live stream.
# Modify the link on the CMS to indicate the link is no longer live, but an archived version of a previously live video.
# Publish notes about video to CMS, notify of availability of archived video imagery.

'''Distribution'''

All distribution of the live video is via the internet.

====Post-Mission Video (Color or IR)====

In situations where internet access is not available, video can be recorded in-flight and processed and distributed after the sortie or mission. This mission is not dependent on the Live Video mission type - it can be run simultaneously or stand alone.

Unlike Live Video, Post-Mission Video is always high-definition, typically 1080p resolution.

'''Processing Workflow'''

# Create directory structure to contain mission video.
# Create map and description of the mission area in Google Maps.
# Publish map and mission description to CMS.
# Download video from the aircraft and clear the aircraft/payload memory card.
# Download the autopilot log for the flight.
# Synchronize the video to the log and create location visualizations using Garmin VIRB Edit or similar software.
# Initial exploitation - edit video to remove unnecessary segments (launch, landing, etc.)
# Downsample video to minimum acceptable resolution
# Upload video to Google Drive
# Publish link to Google Drive video to CMS, notify of availability of processed video.
# Publish notes about video to CMS.

'''Distribution'''

Final processed videos may be very large, depending on resolution and duration. Videos should be uploaded to Google Drive as soon as practical but lack of bandwidth may delay this process. Post-Mission Video can also be distributed via USB drive or other removable media. In many cases, this may be the preferred method.

====Still Images from Video (Color or IR)====

During processing of Post-Mission Video, it may be desirable to capture still images from the video file. This can be accomplished using a variety of techniques, from dedicated software to taking a screenshot of the video while paused.

Once the images are captured, they can be processed as Still Images as described in '''Still Images (with Geographic Representation)''' manual geotagging will be required.

===UAS Capabilities Outline===

These figures should be used for rough planning purposes only.

====3DRobotics IRIS+ Multirotor====

:'''Endurance:''' 11 minutes (with reserve)
:'''Inventory''': 5 aircraft
:'''Missions:''' Still imagery, video imagery (live SD and post-processed), Life safety drop
:'''Minimum Crew:''' 2
:'''Coverage at 400' AGL: '''19 acres (.075 sq. km. / 7.5 hectares)
:'''Coverage at 200' AGL:''' 9.5 acres (.038 sq. km. / 3.85 hectares)

====3DRobotics Y6 Multirotor====

:'''Endurance:''' 11 minutes (with reserve)
:'''Inventory:''' 1 aircraft
:'''Missions:''' Still imagery, video imagery (live SD and post-processed)
:'''Minimum Crew:''' 2
:'''Coverage at 400' AGL:''' 19 acres (.075 sq. km. / 7.5 hectares)
:'''Coverage at 200' AGL:''' 9.5 acres (.038 sq. km. / 3.85 hectares)

====Swift Radioplanes Lynx UAS Fixed-Wing====

:'''Endurance:''' 80 minutes (with reserve)
:'''Inventory:''' 1 aircraft
:'''Missions:''' Still imagery (Nadir)
:'''Minimum Crew:''' 2, 3 Preferred
:'''Coverage at 400' AGL: '''1112 acres (4.5 sq. km. / 450 hectares)
:'''Coverage at 200' AGL:''' 556 acres (2.25 sq. km. / 225 hectares)

====DJI Inspire 1 Multirotor====

:'''Endurance:''' 18 minutes
:'''Inventory:''' 1 aircraft
:'''Missions: '''Still imagery, video imagery (live HD and post-processed)
:'''Minimum Crew: '''2
:'''Coverage at 400' AGL:''' 30 acres (.12 sq. km. / 12 hectares)
:'''Coverage at 200' AGL:''' 15 acres (.06 sq. km. / 5 hectares)

====DJI Phantom 3 Advanced Multirotor====

:'''Endurance:''' 20 minutes
:'''Inventory:''' 1 aircraft
:'''Missions:''' Still imagery, video imagery (post-processed only)
:'''Minimum Crew:''' 2
:'''Coverage at 400' AGL:''' 30 acres (.12 sq. km. / 12 hectares)
:'''Coverage at 200' AGL:''' 15 acres (.06 sq. km. / 5 hectares)

===Risk Matrix===

The current EMHS/CDRP Risk Matrix appears below. It can be accessed at:

https://drive.google.com/folderview?id=0B7eEPWQtRx9UfnBGcktYQmdzb1NXemM3N0tmMHlNNE9BR0ZSVG9rVnowZnBiaGNjbmJvOVk&usp=sharing

===Glossary and Acronyms===

====Acronyms====

:'''AGL''' - Altitude above ground level
:'''AO''' - Aircraft Operator
:'''AOB''' - Air Operations Branch
:'''ATO''' - Air Traffic Organization
:'''COA''' - Certificate of Authorization
:'''CTAF''' - Common Traffic Advisory Frequency
:'''FAA''' - Federal Aviation Administration
:'''GCS''' - Ground Control System
:'''IR''' - Infrared
:'''MSL''' - Altitude above mean sea level
:'''NOTAM''' - Notice to Airmen
:'''NM''' - Nautical mile
:'''PFC''' - Primary Flight Controller
:'''PIC''' - Pilot-in-Command
:'''POH''' - Pilot's Operating Handbook
:'''SO''' - Sensor Operator
:'''SOG''' - Standard Operating Guide
:'''TFR''' - Temporary Flight Restriction
:'''UAS''' - Unmanned Aircraft Systems
:'''UAV''' - Unmanned Aerial Vehicle
:'''VO''' - Visual Observer

====Glossary====

:'''Air Operations Branch''' - Branch of the Incident Command System responsible for the coordination and direction of all airborne assets and activities.

:'''Air Traffic Organization''' - Administrative division of the FAA responsible for the safe control of all air traffic in the United States.

:'''Aircraft logbook''' - Logbook for each aircraft detailing flight time, maintenance and repairs.

:'''Aircraft Operator''' - Crewmember responsible for operation of the autopilot and autonomous flight systems.

:'''Certificate of Authorization''' - Authorization from the FAA to operate a UAS for research or public use.

:'''Certificated Pilot''' - A pilot in possession of a valid and current pilot's certificate issued by the FAA or other international aviation authority.

:'''Commercial Pilot Certificate '''- A pilot's certificate valid for commercial operations (for hire).

:'''Crew '''- Personnel required for the safe and effective operation of the UAS.

:'''Failsafe mode '''- Automated mode which is triggered when the UAS loses connection/signal from the GCS and/or PFC. Typically the failsafe mode is 'return to launch'.

:'''Flight''' - One launch to landing cycle of the aircraft and crew.

:'''Ground Control Station''' - Computer, tablet and/or other communications equipment on the ground designed to interface with and control the aircraft and autopilot.

:'''Guided Mode '''- Autopilot controlled flight mode in which the Aircraft Operator clicks on a map interface to direct the aircraft to fly to that location.

:'''Medical Certificate '''- An FAA issued certificate indicating the holder has passed a flight physical and background check. Medical Certificates are issued in three classes, First, Second and Third, and are good for a limited period of time.

:'''Mission '''- One assigned objective for the UAS and crew to accomplish. A single mission may require multiple sorties or flights.

:'''N-Number''' - FAA aircraft registration number. In the United States, all aircraft registration numbers begin with the letter 'N'.

:'''Non-towered Airport '''- An airport without an operating/staffed control tower.

:'''Notice to Airmen''' - A standard method of informing the aviation/pilot community of a special or temporary condition that may impact the safety of flight.

:'''Pilot-in-Command '''- The individual who has final authority and responsibility for the aircraft and crew.

:'''Pilot's Operating Handbook''' - The manual that outlines all aspects of the safe and effective operation of a specific aircraft or UAS.

:'''Private Pilot Certificate''' - A pilot's certificate valid for personal or non-commercial/non-compensated use.

:'''Registration number''' - See N-number

:'''Safety Pilot''' - Pilot or operator of the UAS who utilizes the Primary Flight Control to maneuver (or 'fly') the aircraft. The safety pilot is typically also the Pilot-in-Command.

:'''Sensor Operator''' - Crew member responsible for the configuration and operation of the sensor payload as well as equipment that supports that payload.

:'''Sortie''' - A single flight of the UAS or aircraft.

:'''Temporary Flight Restriction''' - A temporary restriction placed by the FAA on a specific piece of airspace for a specific time. Enforced to ensure the safety of aircraft as well as people on the ground. TFR's are common over a disaster impact area to prevent normal traffic from interfering with search and rescue aircraft, etc.

:'''Towered Airport''' - An airport with an operating and manned air traffic control tower.

:'''Unmanned Aerial Vehicle''' - Acceptable term for an unmanned aircraft. Refers to the aircraft itself.

:'''Unmanned Aircraft System '''- The FAA adopted term for an unmanned aircraft as well as the systems, equipment, and crew that support that aircraft. This is the preferred terminology.

:'''Visual Observer''' - Crew member responsible for ensuring the UAS does not interfere with other aircraft or obstacles.

:'''Waypoint''' - A set of coordinates and altitude entered in the GCS to which the aircraft will automatically fly. Upon reaching the waypoint, the aircraft will typically move to the next sequential waypoint.

UAS Search Patterns

2019-02-07T06:38:00Z

Dmerrick: /* Overlapping Grid Search */

Air searches are not a new concept - and they certainly are not exclusive to unmanned aircraft. Organizations such as the [[Example Manned Aircraft Search Patterns|Civil Air Patrol and the US Coast Guard have spent decades developing and refining techniques for conducting air searches]]. These methods have been used successfully all over the world, but are intended for manned aircraft operating over large areas and at altitudes above the typical small UAS flight. CDRP has developed modified search patterns and profiles that are based on proven techniques, but are adapted for the small UAS to utilize.

These UAS Search Patterns are appropriate for searches for persons or material/objects (providing it is large enough to be detected). They should be utilized as part of a [[search strategy]] - all searches are more effective when all available resources are working together in a coordinated way.

==Search Methods and/or Patterns==
These search methods utilizing sUAS are guidelines - not hard and fast templates. The search manager and sUAS RPIC should collaborate on the effective usage of sUAS in the overall search effort, keeping in mind the strengths and weaknesses of the sUAS platforms and crews.

===Hasty Search===
The Hasty Search is a amalgam of a variety of search tactics that are targeted at specific likely locations of the subject. The Hasty Search sounds unorganized, but the term comes from the fact that it is typically conducted first, with resources that are available immediately.

In the application of sUAS in search, the Hasty Search tactic may include variety of searches that typically have a few common factors:
*The sortie is a [[Glossary#live_search|live search]].
*The sortie is flown manually - no automated flight plans or search patterns.
*The sortie is targeted by a search manager or team leader. "Go check that waterline, then all the stands of trees in the Division area." or "Check the bottom of the cliffs in Division B."

Hasty Searches (on the ground or in the air) are often effective, and should be directed at areas where there is a high chance of immediate success; the so-called low hanging fruit. In many scenarios, sUAS can search areas faster and safer than ground based searches, such as elevated structures, swift-water areas, ravines, and other areas that would require high-angle technical rescue. In cases where a child or at-risk adult has wandered or eloped, a Hasty Search should be conducted in the immediate vicinity of the subject's home, residence or care facility.

'''Effective Use Scenarios:''' Unstructured initial searches of areas the subject is ''likely'' to be. Locations or areas where the sUAS can reach ''faster'' or ''safer'' than ground based search resources.

'''Planning the Hasty Search:''' Altitude AGL varies - often flown very low, very close to obstacles and structures. sUAS crew should be mindful of regulations and risk to persons on the ground.

While the Hasty Search does not typically involve automated pre-planned flight, the sortie or sorties should be carefully planned with the search manager or search team leader. Experience, practice and intuition are important to selecting appropriate search targets and areas for immediate resources to cover. By operating under the direction of the search manager, the sUAS resource avoids duplication of effort and minimizes the risk of missing areas.

The aircraft should be operated at appropriate altitudes and distances to structures, terrain features and obstacles. Sensors appropriate for the target, conditions, and other factors should be employed.

'''Products of the Hasty Search:''' The main product of the Hasty is the initial, rapid, live search. In the event that a target is identified, the product delivered to the search manager should be the location or coordinates of the target as well as possible a photo or other supporting information. Coordinates should be in a format pre-identified with the search manager, search team leader, or planning section. Video recording, with positional information if available, should be made of the sortie, and should be examined when time permits.

'''Integration of the Hasty Search:''' The ad-hoc nature of the sUAS Hasty Search makes it relatively easy to integrate into other search resources' workflows. An embedded sUAS team can perform hasty search sorties as part of a ground search effort, supporting other search resources. For examples, a ground team working an area with elevated structures or ravines could utilize an embedded sUAS to conduct hasty searches of terrain or features that would otherwise be difficult or unsafe to reach.

===Parallel Track Search===
[[File:uas_grid_plan_sample1.png|thumb|Sample parallel track search flight path (green lines)]]The Parallel Track Search is the basic grid search - the sUAS is flown in a series of parallel 'tracks' or 'legs' covering an entire designated search area. sUAS Operators often refer to the Parallel Track Search as 'mowing the lawn' due to the resemblance of the search pattern to the path taken to mow the grass.

The Parallel Track Search can be used to cover a large or small area, but it typically best on relatively flat terrain focused on the subject's last known point (LKP) or other datum. The search pattern requires post flight analysis of the captured imagery to increase effectiveness and generate the highest possible probability of detection (POD).

This pattern is often employed by sUAS operators because it is the default pattern used by [[Glossary|commercial mapping software]]. These software programs will automatically generate a flight path appropriate for capturing [[Glossary|nadir images]] used to construct [[Glossary|ortho-mosaic photos]] or other [[Glossary|photogrammetry]] products.

'''Effective Use Scenarios:''' The Parallel Track Search is a deliberate, programmed flight pattern. It is best employed on flat or level terrain where tree cover is broken enough to allow sensors to see the ground. No sUAS sensors (with the possible exception of LIDAR) permit view through tree canopy and other overhead obstructions.

'''Planning the Parallel Track Search:''' Flight altitude is determined by a variety of factors, including: [[Glossary|sensor sweep width]], desired [[Glossary|Probability of Detection (POD)]], desired sweep [[Glossary|overlap]] or [[Glossary|sidelap]], and terrain and other obstacles.

Sensor sweep width is a variable of camera or sensor [[Glossary#angle_of_view|angle of view (AOV)]] and altitude. The higher the UA operates, the wider sweep width; the lower the altitude, the narrower the sweep. At the same time, the higher the UA (and therefore the wider sweep width) the resolution or [[Glossary|Ground Sample Distance]] is reduced. To gain more detail, the UA must be flown lower, while reducing sweep width of a single track, and resulting in higher flight times. This simple trade-off is the heart of the search problem using sUAS.

[[Glossary#Sensor_angle|Sensor angle]] will should be set based on a variety of factors. For processing ortho-mosaics, a nadir or near-nadir sensor orientation should be used. However, in situations where there is significant tree canopy, [[Glossary#oblique_images|oblique images]] may be more effective at an angle up to 45 degrees from vertical. The angled sensor orientation mitigates some canopy or overhead coverage; oblique images can see 'under' some obstruction. To maximize coverage using oblique images, planners should narrow the track spacing, resulting in higher overlap and reduced coverage. However, the tighter track spacing allows a specific point on the ground to be seen from at least two oblique angles. Planners should also remember that calculated GSD is only valid for nadir imagery. When oblique imagery is utilized, the GSD becomes higher closer to the horizon.

The Parallel Track Search is typically planned using automated software, typically [[Glossary#commercial_mapping_software|commercial mapping software]]; the parallel leg pattern is identical to the typical flight plan for mapping and photogrammetry. While mapping and photogrammetry may require a [[Glossary#sidelap|sidelap]] of 65% or greater, the sidelap in the Parallel Track Search could be considerably less (as low as 15%) to increase coverage per sortie. Planners should understand that a flight with overlap less than 60% may be sufficient for search purposes but will not be sufficient for building [[Glossary#ortho-mosaic_photos|ortho-mosaic]] or mapping products.

As overlap decreases, the amount of area than can be covered in a single [[Glossary#sortie|sortie]] will increase. Planners should understand that the flight altitude will also affect sweep width and therefore coverage on a single sortie, but as altitude increases, the [[Glossary#ground_sample_distance|ground sample distance]] or [[Glossary#resolution|resolution]] will decrease. In other words, the flight should be planned at the highest altitude at which an appropriate GSD can be achieved. This will maximize coverage while still providing appropriate sensor performance.

'''Products of the Parallel Track Search:''' The primary product of a Parallel Track Search is a list of potential targets or targets of interest. This list can be generated in one of two ways: [[Glossary#live_search|live search]] or [[Glossary#post-flight_search|post-flight search]]. Live search is less likely to result in a successful find, primarily due to environmental conditions including glare, poor screens, time pressure, and distraction. As a result of this, Parallel Track Search data should be reviewed using post flight search or 'the squint'.

In addition to a target list, the search data can be processed into an ortho-mosaic or other GIS product(s) if there was sufficient coverage and overlap of nadir images.

'''Integration of the Parallel Track Search:''' This search type can be utilized in conjunction with ground resources operating in the same [[Glossary#Division_area|division area]], or it can be performed before a ground team begins working that area. This [[Glossary#Leapfrog_tactic|leapfrog tactic]] allows the sUAS team to perform an initial search as well as produce near real-time maps and other information that can be provided to ground resources.

===Overlapping Grid Search===
<div style="float:right; padding-left: 10px;">
<gallery>
File:overlapping_grid_1.png|Sample overlapping grid search flight path, first pass (green lines)
File:overlapping_grid_2.png|Sample overlapping grid search flight path, second pass (green lines)
</gallery>
</div>
The Overlapping Grid Search is a modification of the Parallel Track Search (above). When utilizing an oblique sensor angle, the Overlapping Grid provides additional views under canopy and other overhead concealment.

With most software, the Overlapping Grid is programmed as two separate sorties or flights at the same altitude and overlap settings, with the second track path offset by approximately 90 degrees. When the datasets from the two flights are combined, each point on the ground is visible from at least two (typically four) oblique angles - allowing for better coverage under trees, obstacles, building eaves, etc. This search pattern is typically overkill for creating a simple orthomosaic product, but can still be processed in this way.

'''Effective Use Scenarios:''' The Overlapping Grid requires more time to complete, analyze and process, so it should be used only in situations that warrant the additional resources. It is best in scenarios where tree cover is heavy, and extended coverage is required to maximize the POD. Operators and search managers should understand that tree cover may defeat an airborne search (manned or unmanned) and while this search technique may increase the odds of detection, the additional resources required (time) may indicate that other search techniques are appropriate.

'''Planning the Overlapping Grid Search:''' Flight altitude is determined by a variety of factors, including: [[Glossary|sensor sweep width]], desired [[Glossary|Probability of Detection (POD)]], desired sweep [[Glossary|overlap]] or [[Glossary|sidelap]], and terrain and other obstacles. Each part of the search should be planned at the same altitude and sensor angle, and the two parts should be flown consecutively, with minimal time separation.

'''Products of the Overlapping Grid Search:''' The primary product of an Overlapping Grid Search is a list of potential targets or targets of interest. This list can be generated in one of two ways: [[Glossary#live_search|live search]] or [[Glossary#post-flight_search|post-flight search]]. Live search is less likely to result in a successful find, primarily due to environmental conditions including glare, poor screens, time pressure, and distraction. As a result of this, Overlapping Grid Search data should be reviewed using post flight search or 'the squint'.

'''Integration of the Overlapping Grid Search:''' This search type can be utilized in conjunction with ground resources operating in the same [[Glossary#Division_area|division area]], or it can be performed before a ground team begins working that area. This [[Glossary#Leapfrog_tactic|leapfrog tactic]] allows the sUAS team to perform an initial search as well as produce near real-time maps and other information that can be provided to ground resources.

===Track Line Search===

===Creeping Line Search===

===Expanding Square Search===

===Sector Search===

===Shoreline Search===

===Barrier Search===

UAS Search Patterns

2019-02-07T06:32:23Z

Dmerrick: /* Overlapping Grid Search */

Air searches are not a new concept - and they certainly are not exclusive to unmanned aircraft. Organizations such as the [[Example Manned Aircraft Search Patterns|Civil Air Patrol and the US Coast Guard have spent decades developing and refining techniques for conducting air searches]]. These methods have been used successfully all over the world, but are intended for manned aircraft operating over large areas and at altitudes above the typical small UAS flight. CDRP has developed modified search patterns and profiles that are based on proven techniques, but are adapted for the small UAS to utilize.

These UAS Search Patterns are appropriate for searches for persons or material/objects (providing it is large enough to be detected). They should be utilized as part of a [[search strategy]] - all searches are more effective when all available resources are working together in a coordinated way.

==Search Methods and/or Patterns==
These search methods utilizing sUAS are guidelines - not hard and fast templates. The search manager and sUAS RPIC should collaborate on the effective usage of sUAS in the overall search effort, keeping in mind the strengths and weaknesses of the sUAS platforms and crews.

===Hasty Search===
The Hasty Search is a amalgam of a variety of search tactics that are targeted at specific likely locations of the subject. The Hasty Search sounds unorganized, but the term comes from the fact that it is typically conducted first, with resources that are available immediately.

In the application of sUAS in search, the Hasty Search tactic may include variety of searches that typically have a few common factors:
*The sortie is a [[Glossary#live_search|live search]].
*The sortie is flown manually - no automated flight plans or search patterns.
*The sortie is targeted by a search manager or team leader. "Go check that waterline, then all the stands of trees in the Division area." or "Check the bottom of the cliffs in Division B."

Hasty Searches (on the ground or in the air) are often effective, and should be directed at areas where there is a high chance of immediate success; the so-called low hanging fruit. In many scenarios, sUAS can search areas faster and safer than ground based searches, such as elevated structures, swift-water areas, ravines, and other areas that would require high-angle technical rescue. In cases where a child or at-risk adult has wandered or eloped, a Hasty Search should be conducted in the immediate vicinity of the subject's home, residence or care facility.

'''Effective Use Scenarios:''' Unstructured initial searches of areas the subject is ''likely'' to be. Locations or areas where the sUAS can reach ''faster'' or ''safer'' than ground based search resources.

'''Planning the Hasty Search:''' Altitude AGL varies - often flown very low, very close to obstacles and structures. sUAS crew should be mindful of regulations and risk to persons on the ground.

While the Hasty Search does not typically involve automated pre-planned flight, the sortie or sorties should be carefully planned with the search manager or search team leader. Experience, practice and intuition are important to selecting appropriate search targets and areas for immediate resources to cover. By operating under the direction of the search manager, the sUAS resource avoids duplication of effort and minimizes the risk of missing areas.

The aircraft should be operated at appropriate altitudes and distances to structures, terrain features and obstacles. Sensors appropriate for the target, conditions, and other factors should be employed.

'''Products of the Hasty Search:''' The main product of the Hasty is the initial, rapid, live search. In the event that a target is identified, the product delivered to the search manager should be the location or coordinates of the target as well as possible a photo or other supporting information. Coordinates should be in a format pre-identified with the search manager, search team leader, or planning section. Video recording, with positional information if available, should be made of the sortie, and should be examined when time permits.

'''Integration of the Hasty Search:''' The ad-hoc nature of the sUAS Hasty Search makes it relatively easy to integrate into other search resources' workflows. An embedded sUAS team can perform hasty search sorties as part of a ground search effort, supporting other search resources. For examples, a ground team working an area with elevated structures or ravines could utilize an embedded sUAS to conduct hasty searches of terrain or features that would otherwise be difficult or unsafe to reach.

===Parallel Track Search===
[[File:uas_grid_plan_sample1.png|thumb|Sample parallel track search flight path (green lines)]]The Parallel Track Search is the basic grid search - the sUAS is flown in a series of parallel 'tracks' or 'legs' covering an entire designated search area. sUAS Operators often refer to the Parallel Track Search as 'mowing the lawn' due to the resemblance of the search pattern to the path taken to mow the grass.

The Parallel Track Search can be used to cover a large or small area, but it typically best on relatively flat terrain focused on the subject's last known point (LKP) or other datum. The search pattern requires post flight analysis of the captured imagery to increase effectiveness and generate the highest possible probability of detection (POD).

This pattern is often employed by sUAS operators because it is the default pattern used by [[Glossary|commercial mapping software]]. These software programs will automatically generate a flight path appropriate for capturing [[Glossary|nadir images]] used to construct [[Glossary|ortho-mosaic photos]] or other [[Glossary|photogrammetry]] products.

'''Effective Use Scenarios:''' The Parallel Track Search is a deliberate, programmed flight pattern. It is best employed on flat or level terrain where tree cover is broken enough to allow sensors to see the ground. No sUAS sensors (with the possible exception of LIDAR) permit view through tree canopy and other overhead obstructions.

'''Planning the Parallel Track Search:''' Flight altitude is determined by a variety of factors, including: [[Glossary|sensor sweep width]], desired [[Glossary|Probability of Detection (POD)]], desired sweep [[Glossary|overlap]] or [[Glossary|sidelap]], and terrain and other obstacles.

Sensor sweep width is a variable of camera or sensor [[Glossary#angle_of_view|angle of view (AOV)]] and altitude. The higher the UA operates, the wider sweep width; the lower the altitude, the narrower the sweep. At the same time, the higher the UA (and therefore the wider sweep width) the resolution or [[Glossary|Ground Sample Distance]] is reduced. To gain more detail, the UA must be flown lower, while reducing sweep width of a single track, and resulting in higher flight times. This simple trade-off is the heart of the search problem using sUAS.

[[Glossary#Sensor_angle|Sensor angle]] will should be set based on a variety of factors. For processing ortho-mosaics, a nadir or near-nadir sensor orientation should be used. However, in situations where there is significant tree canopy, [[Glossary#oblique_images|oblique images]] may be more effective at an angle up to 45 degrees from vertical. The angled sensor orientation mitigates some canopy or overhead coverage; oblique images can see 'under' some obstruction. To maximize coverage using oblique images, planners should narrow the track spacing, resulting in higher overlap and reduced coverage. However, the tighter track spacing allows a specific point on the ground to be seen from at least two oblique angles. Planners should also remember that calculated GSD is only valid for nadir imagery. When oblique imagery is utilized, the GSD becomes higher closer to the horizon.

The Parallel Track Search is typically planned using automated software, typically [[Glossary#commercial_mapping_software|commercial mapping software]]; the parallel leg pattern is identical to the typical flight plan for mapping and photogrammetry. While mapping and photogrammetry may require a [[Glossary#sidelap|sidelap]] of 65% or greater, the sidelap in the Parallel Track Search could be considerably less (as low as 15%) to increase coverage per sortie. Planners should understand that a flight with overlap less than 60% may be sufficient for search purposes but will not be sufficient for building [[Glossary#ortho-mosaic_photos|ortho-mosaic]] or mapping products.

As overlap decreases, the amount of area than can be covered in a single [[Glossary#sortie|sortie]] will increase. Planners should understand that the flight altitude will also affect sweep width and therefore coverage on a single sortie, but as altitude increases, the [[Glossary#ground_sample_distance|ground sample distance]] or [[Glossary#resolution|resolution]] will decrease. In other words, the flight should be planned at the highest altitude at which an appropriate GSD can be achieved. This will maximize coverage while still providing appropriate sensor performance.

'''Products of the Parallel Track Search:''' The primary product of a Parallel Track Search is a list of potential targets or targets of interest. This list can be generated in one of two ways: [[Glossary#live_search|live search]] or [[Glossary#post-flight_search|post-flight search]]. Live search is less likely to result in a successful find, primarily due to environmental conditions including glare, poor screens, time pressure, and distraction. As a result of this, Parallel Track Search data should be reviewed using post flight search or 'the squint'.

In addition to a target list, the search data can be processed into an ortho-mosaic or other GIS product(s) if there was sufficient coverage and overlap of nadir images.

'''Integration of the Parallel Track Search:''' This search type can be utilized in conjunction with ground resources operating in the same [[Glossary#Division_area|division area]], or it can be performed before a ground team begins working that area. This [[Glossary#Leapfrog_tactic|leapfrog tactic]] allows the sUAS team to perform an initial search as well as produce near real-time maps and other information that can be provided to ground resources.

===Overlapping Grid Search===
<div style="float:right; padding-left: 10px;">
<gallery>
File:overlapping_grid_1.png|Sample overlapping grid search flight path, first pass (green lines)
File:overlapping_grid_2.png|Sample overlapping grid search flight path, second pass (green lines)
</gallery>
</div>
The Overlapping Grid Search is a modification of the Parallel Track Search (above). When utilizing an oblique sensor angle, the Overlapping Grid provides additional views under canopy and other overhead concealment.

With most software, the Overlapping Grid is programmed as two separate sorties or flights at the same altitude and overlap settings, with the second track path offset by approximately 90 degrees. When the datasets from the two flights are combined, each point on the ground is visible from at least two (typically four) oblique angles - allowing for better coverage under trees, obstacles, building eaves, etc. This search pattern is typically overkill for creating a simple orthomosaic product, but can still be processed in this way.

The Overlapping Grid requires more time to complete, analyze and process, so it should be used only in situations that warrant the additional resources.

===Track Line Search===

===Creeping Line Search===

===Expanding Square Search===

===Sector Search===

===Shoreline Search===

===Barrier Search===

UAS Search Patterns

2019-02-07T06:30:51Z

Dmerrick: /* Overlapping Grid Search */

Air searches are not a new concept - and they certainly are not exclusive to unmanned aircraft. Organizations such as the [[Example Manned Aircraft Search Patterns|Civil Air Patrol and the US Coast Guard have spent decades developing and refining techniques for conducting air searches]]. These methods have been used successfully all over the world, but are intended for manned aircraft operating over large areas and at altitudes above the typical small UAS flight. CDRP has developed modified search patterns and profiles that are based on proven techniques, but are adapted for the small UAS to utilize.

These UAS Search Patterns are appropriate for searches for persons or material/objects (providing it is large enough to be detected). They should be utilized as part of a [[search strategy]] - all searches are more effective when all available resources are working together in a coordinated way.

==Search Methods and/or Patterns==
These search methods utilizing sUAS are guidelines - not hard and fast templates. The search manager and sUAS RPIC should collaborate on the effective usage of sUAS in the overall search effort, keeping in mind the strengths and weaknesses of the sUAS platforms and crews.

===Hasty Search===
The Hasty Search is a amalgam of a variety of search tactics that are targeted at specific likely locations of the subject. The Hasty Search sounds unorganized, but the term comes from the fact that it is typically conducted first, with resources that are available immediately.

In the application of sUAS in search, the Hasty Search tactic may include variety of searches that typically have a few common factors:
*The sortie is a [[Glossary#live_search|live search]].
*The sortie is flown manually - no automated flight plans or search patterns.
*The sortie is targeted by a search manager or team leader. "Go check that waterline, then all the stands of trees in the Division area." or "Check the bottom of the cliffs in Division B."

Hasty Searches (on the ground or in the air) are often effective, and should be directed at areas where there is a high chance of immediate success; the so-called low hanging fruit. In many scenarios, sUAS can search areas faster and safer than ground based searches, such as elevated structures, swift-water areas, ravines, and other areas that would require high-angle technical rescue. In cases where a child or at-risk adult has wandered or eloped, a Hasty Search should be conducted in the immediate vicinity of the subject's home, residence or care facility.

'''Effective Use Scenarios:''' Unstructured initial searches of areas the subject is ''likely'' to be. Locations or areas where the sUAS can reach ''faster'' or ''safer'' than ground based search resources.

'''Planning the Hasty Search:''' Altitude AGL varies - often flown very low, very close to obstacles and structures. sUAS crew should be mindful of regulations and risk to persons on the ground.

While the Hasty Search does not typically involve automated pre-planned flight, the sortie or sorties should be carefully planned with the search manager or search team leader. Experience, practice and intuition are important to selecting appropriate search targets and areas for immediate resources to cover. By operating under the direction of the search manager, the sUAS resource avoids duplication of effort and minimizes the risk of missing areas.

The aircraft should be operated at appropriate altitudes and distances to structures, terrain features and obstacles. Sensors appropriate for the target, conditions, and other factors should be employed.

'''Products of the Hasty Search:''' The main product of the Hasty is the initial, rapid, live search. In the event that a target is identified, the product delivered to the search manager should be the location or coordinates of the target as well as possible a photo or other supporting information. Coordinates should be in a format pre-identified with the search manager, search team leader, or planning section. Video recording, with positional information if available, should be made of the sortie, and should be examined when time permits.

'''Integration of the Hasty Search:''' The ad-hoc nature of the sUAS Hasty Search makes it relatively easy to integrate into other search resources' workflows. An embedded sUAS team can perform hasty search sorties as part of a ground search effort, supporting other search resources. For examples, a ground team working an area with elevated structures or ravines could utilize an embedded sUAS to conduct hasty searches of terrain or features that would otherwise be difficult or unsafe to reach.

===Parallel Track Search===
[[File:uas_grid_plan_sample1.png|thumb|Sample parallel track search flight path (green lines)]]The Parallel Track Search is the basic grid search - the sUAS is flown in a series of parallel 'tracks' or 'legs' covering an entire designated search area. sUAS Operators often refer to the Parallel Track Search as 'mowing the lawn' due to the resemblance of the search pattern to the path taken to mow the grass.

The Parallel Track Search can be used to cover a large or small area, but it typically best on relatively flat terrain focused on the subject's last known point (LKP) or other datum. The search pattern requires post flight analysis of the captured imagery to increase effectiveness and generate the highest possible probability of detection (POD).

This pattern is often employed by sUAS operators because it is the default pattern used by [[Glossary|commercial mapping software]]. These software programs will automatically generate a flight path appropriate for capturing [[Glossary|nadir images]] used to construct [[Glossary|ortho-mosaic photos]] or other [[Glossary|photogrammetry]] products.

'''Effective Use Scenarios:''' The Parallel Track Search is a deliberate, programmed flight pattern. It is best employed on flat or level terrain where tree cover is broken enough to allow sensors to see the ground. No sUAS sensors (with the possible exception of LIDAR) permit view through tree canopy and other overhead obstructions.

'''Planning the Parallel Track Search:''' Flight altitude is determined by a variety of factors, including: [[Glossary|sensor sweep width]], desired [[Glossary|Probability of Detection (POD)]], desired sweep [[Glossary|overlap]] or [[Glossary|sidelap]], and terrain and other obstacles.

Sensor sweep width is a variable of camera or sensor [[Glossary#angle_of_view|angle of view (AOV)]] and altitude. The higher the UA operates, the wider sweep width; the lower the altitude, the narrower the sweep. At the same time, the higher the UA (and therefore the wider sweep width) the resolution or [[Glossary|Ground Sample Distance]] is reduced. To gain more detail, the UA must be flown lower, while reducing sweep width of a single track, and resulting in higher flight times. This simple trade-off is the heart of the search problem using sUAS.

[[Glossary#Sensor_angle|Sensor angle]] will should be set based on a variety of factors. For processing ortho-mosaics, a nadir or near-nadir sensor orientation should be used. However, in situations where there is significant tree canopy, [[Glossary#oblique_images|oblique images]] may be more effective at an angle up to 45 degrees from vertical. The angled sensor orientation mitigates some canopy or overhead coverage; oblique images can see 'under' some obstruction. To maximize coverage using oblique images, planners should narrow the track spacing, resulting in higher overlap and reduced coverage. However, the tighter track spacing allows a specific point on the ground to be seen from at least two oblique angles. Planners should also remember that calculated GSD is only valid for nadir imagery. When oblique imagery is utilized, the GSD becomes higher closer to the horizon.

The Parallel Track Search is typically planned using automated software, typically [[Glossary#commercial_mapping_software|commercial mapping software]]; the parallel leg pattern is identical to the typical flight plan for mapping and photogrammetry. While mapping and photogrammetry may require a [[Glossary#sidelap|sidelap]] of 65% or greater, the sidelap in the Parallel Track Search could be considerably less (as low as 15%) to increase coverage per sortie. Planners should understand that a flight with overlap less than 60% may be sufficient for search purposes but will not be sufficient for building [[Glossary#ortho-mosaic_photos|ortho-mosaic]] or mapping products.

As overlap decreases, the amount of area than can be covered in a single [[Glossary#sortie|sortie]] will increase. Planners should understand that the flight altitude will also affect sweep width and therefore coverage on a single sortie, but as altitude increases, the [[Glossary#ground_sample_distance|ground sample distance]] or [[Glossary#resolution|resolution]] will decrease. In other words, the flight should be planned at the highest altitude at which an appropriate GSD can be achieved. This will maximize coverage while still providing appropriate sensor performance.

'''Products of the Parallel Track Search:''' The primary product of a Parallel Track Search is a list of potential targets or targets of interest. This list can be generated in one of two ways: [[Glossary#live_search|live search]] or [[Glossary#post-flight_search|post-flight search]]. Live search is less likely to result in a successful find, primarily due to environmental conditions including glare, poor screens, time pressure, and distraction. As a result of this, Parallel Track Search data should be reviewed using post flight search or 'the squint'.

In addition to a target list, the search data can be processed into an ortho-mosaic or other GIS product(s) if there was sufficient coverage and overlap of nadir images.

'''Integration of the Parallel Track Search:''' This search type can be utilized in conjunction with ground resources operating in the same [[Glossary#Division_area|division area]], or it can be performed before a ground team begins working that area. This [[Glossary#Leapfrog_tactic|leapfrog tactic]] allows the sUAS team to perform an initial search as well as produce near real-time maps and other information that can be provided to ground resources.

===Overlapping Grid Search===
<div style="float:right; padding-left: 10px;">
<gallery>
File:overlapping_grid_1.png|Sample overlapping grid search flight path, first pass (green lines)
File:overlapping_grid_2.png|Sample overlapping grid search flight path, second pass (green lines)
</gallery>
</div>
The Overlapping Grid Search is a modification of the Parallel Track Search (above). When utilizing an oblique sensor angle, the Overlapping Grid provides additional views under canopy and other overhead concealment.

With most software, the Overlapping Grid is programmed as two separate sorties or flights at the same altitude and overlap settings, with the second track path offset by approximately 90 degrees. When the datasets from the two flights are combined, each point on the ground is visible from at least two (typically four) oblique angles - allowing for better coverage under trees, obstacles, building eaves, etc.

===Track Line Search===

===Creeping Line Search===

===Expanding Square Search===

===Sector Search===

===Shoreline Search===

===Barrier Search===

UAS Search Patterns

2019-02-07T06:28:38Z

Dmerrick: /* Overlapping Grid Search */

Air searches are not a new concept - and they certainly are not exclusive to unmanned aircraft. Organizations such as the [[Example Manned Aircraft Search Patterns|Civil Air Patrol and the US Coast Guard have spent decades developing and refining techniques for conducting air searches]]. These methods have been used successfully all over the world, but are intended for manned aircraft operating over large areas and at altitudes above the typical small UAS flight. CDRP has developed modified search patterns and profiles that are based on proven techniques, but are adapted for the small UAS to utilize.

These UAS Search Patterns are appropriate for searches for persons or material/objects (providing it is large enough to be detected). They should be utilized as part of a [[search strategy]] - all searches are more effective when all available resources are working together in a coordinated way.

==Search Methods and/or Patterns==
These search methods utilizing sUAS are guidelines - not hard and fast templates. The search manager and sUAS RPIC should collaborate on the effective usage of sUAS in the overall search effort, keeping in mind the strengths and weaknesses of the sUAS platforms and crews.

===Hasty Search===
The Hasty Search is a amalgam of a variety of search tactics that are targeted at specific likely locations of the subject. The Hasty Search sounds unorganized, but the term comes from the fact that it is typically conducted first, with resources that are available immediately.

In the application of sUAS in search, the Hasty Search tactic may include variety of searches that typically have a few common factors:
*The sortie is a [[Glossary#live_search|live search]].
*The sortie is flown manually - no automated flight plans or search patterns.
*The sortie is targeted by a search manager or team leader. "Go check that waterline, then all the stands of trees in the Division area." or "Check the bottom of the cliffs in Division B."

Hasty Searches (on the ground or in the air) are often effective, and should be directed at areas where there is a high chance of immediate success; the so-called low hanging fruit. In many scenarios, sUAS can search areas faster and safer than ground based searches, such as elevated structures, swift-water areas, ravines, and other areas that would require high-angle technical rescue. In cases where a child or at-risk adult has wandered or eloped, a Hasty Search should be conducted in the immediate vicinity of the subject's home, residence or care facility.

'''Effective Use Scenarios:''' Unstructured initial searches of areas the subject is ''likely'' to be. Locations or areas where the sUAS can reach ''faster'' or ''safer'' than ground based search resources.

'''Planning the Hasty Search:''' Altitude AGL varies - often flown very low, very close to obstacles and structures. sUAS crew should be mindful of regulations and risk to persons on the ground.

While the Hasty Search does not typically involve automated pre-planned flight, the sortie or sorties should be carefully planned with the search manager or search team leader. Experience, practice and intuition are important to selecting appropriate search targets and areas for immediate resources to cover. By operating under the direction of the search manager, the sUAS resource avoids duplication of effort and minimizes the risk of missing areas.

The aircraft should be operated at appropriate altitudes and distances to structures, terrain features and obstacles. Sensors appropriate for the target, conditions, and other factors should be employed.

'''Products of the Hasty Search:''' The main product of the Hasty is the initial, rapid, live search. In the event that a target is identified, the product delivered to the search manager should be the location or coordinates of the target as well as possible a photo or other supporting information. Coordinates should be in a format pre-identified with the search manager, search team leader, or planning section. Video recording, with positional information if available, should be made of the sortie, and should be examined when time permits.

'''Integration of the Hasty Search:''' The ad-hoc nature of the sUAS Hasty Search makes it relatively easy to integrate into other search resources' workflows. An embedded sUAS team can perform hasty search sorties as part of a ground search effort, supporting other search resources. For examples, a ground team working an area with elevated structures or ravines could utilize an embedded sUAS to conduct hasty searches of terrain or features that would otherwise be difficult or unsafe to reach.

===Parallel Track Search===
[[File:uas_grid_plan_sample1.png|thumb|Sample parallel track search flight path (green lines)]]The Parallel Track Search is the basic grid search - the sUAS is flown in a series of parallel 'tracks' or 'legs' covering an entire designated search area. sUAS Operators often refer to the Parallel Track Search as 'mowing the lawn' due to the resemblance of the search pattern to the path taken to mow the grass.

The Parallel Track Search can be used to cover a large or small area, but it typically best on relatively flat terrain focused on the subject's last known point (LKP) or other datum. The search pattern requires post flight analysis of the captured imagery to increase effectiveness and generate the highest possible probability of detection (POD).

This pattern is often employed by sUAS operators because it is the default pattern used by [[Glossary|commercial mapping software]]. These software programs will automatically generate a flight path appropriate for capturing [[Glossary|nadir images]] used to construct [[Glossary|ortho-mosaic photos]] or other [[Glossary|photogrammetry]] products.

'''Effective Use Scenarios:''' The Parallel Track Search is a deliberate, programmed flight pattern. It is best employed on flat or level terrain where tree cover is broken enough to allow sensors to see the ground. No sUAS sensors (with the possible exception of LIDAR) permit view through tree canopy and other overhead obstructions.

'''Planning the Parallel Track Search:''' Flight altitude is determined by a variety of factors, including: [[Glossary|sensor sweep width]], desired [[Glossary|Probability of Detection (POD)]], desired sweep [[Glossary|overlap]] or [[Glossary|sidelap]], and terrain and other obstacles.

Sensor sweep width is a variable of camera or sensor [[Glossary#angle_of_view|angle of view (AOV)]] and altitude. The higher the UA operates, the wider sweep width; the lower the altitude, the narrower the sweep. At the same time, the higher the UA (and therefore the wider sweep width) the resolution or [[Glossary|Ground Sample Distance]] is reduced. To gain more detail, the UA must be flown lower, while reducing sweep width of a single track, and resulting in higher flight times. This simple trade-off is the heart of the search problem using sUAS.

[[Glossary#Sensor_angle|Sensor angle]] will should be set based on a variety of factors. For processing ortho-mosaics, a nadir or near-nadir sensor orientation should be used. However, in situations where there is significant tree canopy, [[Glossary#oblique_images|oblique images]] may be more effective at an angle up to 45 degrees from vertical. The angled sensor orientation mitigates some canopy or overhead coverage; oblique images can see 'under' some obstruction. To maximize coverage using oblique images, planners should narrow the track spacing, resulting in higher overlap and reduced coverage. However, the tighter track spacing allows a specific point on the ground to be seen from at least two oblique angles. Planners should also remember that calculated GSD is only valid for nadir imagery. When oblique imagery is utilized, the GSD becomes higher closer to the horizon.

The Parallel Track Search is typically planned using automated software, typically [[Glossary#commercial_mapping_software|commercial mapping software]]; the parallel leg pattern is identical to the typical flight plan for mapping and photogrammetry. While mapping and photogrammetry may require a [[Glossary#sidelap|sidelap]] of 65% or greater, the sidelap in the Parallel Track Search could be considerably less (as low as 15%) to increase coverage per sortie. Planners should understand that a flight with overlap less than 60% may be sufficient for search purposes but will not be sufficient for building [[Glossary#ortho-mosaic_photos|ortho-mosaic]] or mapping products.

As overlap decreases, the amount of area than can be covered in a single [[Glossary#sortie|sortie]] will increase. Planners should understand that the flight altitude will also affect sweep width and therefore coverage on a single sortie, but as altitude increases, the [[Glossary#ground_sample_distance|ground sample distance]] or [[Glossary#resolution|resolution]] will decrease. In other words, the flight should be planned at the highest altitude at which an appropriate GSD can be achieved. This will maximize coverage while still providing appropriate sensor performance.

'''Products of the Parallel Track Search:''' The primary product of a Parallel Track Search is a list of potential targets or targets of interest. This list can be generated in one of two ways: [[Glossary#live_search|live search]] or [[Glossary#post-flight_search|post-flight search]]. Live search is less likely to result in a successful find, primarily due to environmental conditions including glare, poor screens, time pressure, and distraction. As a result of this, Parallel Track Search data should be reviewed using post flight search or 'the squint'.

In addition to a target list, the search data can be processed into an ortho-mosaic or other GIS product(s) if there was sufficient coverage and overlap of nadir images.

'''Integration of the Parallel Track Search:''' This search type can be utilized in conjunction with ground resources operating in the same [[Glossary#Division_area|division area]], or it can be performed before a ground team begins working that area. This [[Glossary#Leapfrog_tactic|leapfrog tactic]] allows the sUAS team to perform an initial search as well as produce near real-time maps and other information that can be provided to ground resources.

===Overlapping Grid Search===
<div style="float:right; padding-left: 10px;">
<gallery>
File:overlapping_grid_1.png|Sample overlapping grid search flight path, first pass (green lines)
File:overlapping_grid_2.png|Sample overlapping grid search flight path, second pass (green lines)
</gallery>
</div>
The Overlapping Grid Search is a modification of the Parallel Track Search (above). When utilizing an oblique sensor angle, the Overlapping Grid provides additional views under canopy and other overhead concealment.

===Track Line Search===

===Creeping Line Search===

===Expanding Square Search===

===Sector Search===

===Shoreline Search===

===Barrier Search===

UAS Search Patterns

2019-02-07T06:27:11Z

Dmerrick: /* Overlapping Grid Search */

Air searches are not a new concept - and they certainly are not exclusive to unmanned aircraft. Organizations such as the [[Example Manned Aircraft Search Patterns|Civil Air Patrol and the US Coast Guard have spent decades developing and refining techniques for conducting air searches]]. These methods have been used successfully all over the world, but are intended for manned aircraft operating over large areas and at altitudes above the typical small UAS flight. CDRP has developed modified search patterns and profiles that are based on proven techniques, but are adapted for the small UAS to utilize.

These UAS Search Patterns are appropriate for searches for persons or material/objects (providing it is large enough to be detected). They should be utilized as part of a [[search strategy]] - all searches are more effective when all available resources are working together in a coordinated way.

==Search Methods and/or Patterns==
These search methods utilizing sUAS are guidelines - not hard and fast templates. The search manager and sUAS RPIC should collaborate on the effective usage of sUAS in the overall search effort, keeping in mind the strengths and weaknesses of the sUAS platforms and crews.

===Hasty Search===
The Hasty Search is a amalgam of a variety of search tactics that are targeted at specific likely locations of the subject. The Hasty Search sounds unorganized, but the term comes from the fact that it is typically conducted first, with resources that are available immediately.

In the application of sUAS in search, the Hasty Search tactic may include variety of searches that typically have a few common factors:
*The sortie is a [[Glossary#live_search|live search]].
*The sortie is flown manually - no automated flight plans or search patterns.
*The sortie is targeted by a search manager or team leader. "Go check that waterline, then all the stands of trees in the Division area." or "Check the bottom of the cliffs in Division B."

Hasty Searches (on the ground or in the air) are often effective, and should be directed at areas where there is a high chance of immediate success; the so-called low hanging fruit. In many scenarios, sUAS can search areas faster and safer than ground based searches, such as elevated structures, swift-water areas, ravines, and other areas that would require high-angle technical rescue. In cases where a child or at-risk adult has wandered or eloped, a Hasty Search should be conducted in the immediate vicinity of the subject's home, residence or care facility.

'''Effective Use Scenarios:''' Unstructured initial searches of areas the subject is ''likely'' to be. Locations or areas where the sUAS can reach ''faster'' or ''safer'' than ground based search resources.

'''Planning the Hasty Search:''' Altitude AGL varies - often flown very low, very close to obstacles and structures. sUAS crew should be mindful of regulations and risk to persons on the ground.

While the Hasty Search does not typically involve automated pre-planned flight, the sortie or sorties should be carefully planned with the search manager or search team leader. Experience, practice and intuition are important to selecting appropriate search targets and areas for immediate resources to cover. By operating under the direction of the search manager, the sUAS resource avoids duplication of effort and minimizes the risk of missing areas.

The aircraft should be operated at appropriate altitudes and distances to structures, terrain features and obstacles. Sensors appropriate for the target, conditions, and other factors should be employed.

'''Products of the Hasty Search:''' The main product of the Hasty is the initial, rapid, live search. In the event that a target is identified, the product delivered to the search manager should be the location or coordinates of the target as well as possible a photo or other supporting information. Coordinates should be in a format pre-identified with the search manager, search team leader, or planning section. Video recording, with positional information if available, should be made of the sortie, and should be examined when time permits.

'''Integration of the Hasty Search:''' The ad-hoc nature of the sUAS Hasty Search makes it relatively easy to integrate into other search resources' workflows. An embedded sUAS team can perform hasty search sorties as part of a ground search effort, supporting other search resources. For examples, a ground team working an area with elevated structures or ravines could utilize an embedded sUAS to conduct hasty searches of terrain or features that would otherwise be difficult or unsafe to reach.

===Parallel Track Search===
[[File:uas_grid_plan_sample1.png|thumb|Sample parallel track search flight path (green lines)]]The Parallel Track Search is the basic grid search - the sUAS is flown in a series of parallel 'tracks' or 'legs' covering an entire designated search area. sUAS Operators often refer to the Parallel Track Search as 'mowing the lawn' due to the resemblance of the search pattern to the path taken to mow the grass.

The Parallel Track Search can be used to cover a large or small area, but it typically best on relatively flat terrain focused on the subject's last known point (LKP) or other datum. The search pattern requires post flight analysis of the captured imagery to increase effectiveness and generate the highest possible probability of detection (POD).

This pattern is often employed by sUAS operators because it is the default pattern used by [[Glossary|commercial mapping software]]. These software programs will automatically generate a flight path appropriate for capturing [[Glossary|nadir images]] used to construct [[Glossary|ortho-mosaic photos]] or other [[Glossary|photogrammetry]] products.

'''Effective Use Scenarios:''' The Parallel Track Search is a deliberate, programmed flight pattern. It is best employed on flat or level terrain where tree cover is broken enough to allow sensors to see the ground. No sUAS sensors (with the possible exception of LIDAR) permit view through tree canopy and other overhead obstructions.

'''Planning the Parallel Track Search:''' Flight altitude is determined by a variety of factors, including: [[Glossary|sensor sweep width]], desired [[Glossary|Probability of Detection (POD)]], desired sweep [[Glossary|overlap]] or [[Glossary|sidelap]], and terrain and other obstacles.

Sensor sweep width is a variable of camera or sensor [[Glossary#angle_of_view|angle of view (AOV)]] and altitude. The higher the UA operates, the wider sweep width; the lower the altitude, the narrower the sweep. At the same time, the higher the UA (and therefore the wider sweep width) the resolution or [[Glossary|Ground Sample Distance]] is reduced. To gain more detail, the UA must be flown lower, while reducing sweep width of a single track, and resulting in higher flight times. This simple trade-off is the heart of the search problem using sUAS.

[[Glossary#Sensor_angle|Sensor angle]] will should be set based on a variety of factors. For processing ortho-mosaics, a nadir or near-nadir sensor orientation should be used. However, in situations where there is significant tree canopy, [[Glossary#oblique_images|oblique images]] may be more effective at an angle up to 45 degrees from vertical. The angled sensor orientation mitigates some canopy or overhead coverage; oblique images can see 'under' some obstruction. To maximize coverage using oblique images, planners should narrow the track spacing, resulting in higher overlap and reduced coverage. However, the tighter track spacing allows a specific point on the ground to be seen from at least two oblique angles. Planners should also remember that calculated GSD is only valid for nadir imagery. When oblique imagery is utilized, the GSD becomes higher closer to the horizon.

The Parallel Track Search is typically planned using automated software, typically [[Glossary#commercial_mapping_software|commercial mapping software]]; the parallel leg pattern is identical to the typical flight plan for mapping and photogrammetry. While mapping and photogrammetry may require a [[Glossary#sidelap|sidelap]] of 65% or greater, the sidelap in the Parallel Track Search could be considerably less (as low as 15%) to increase coverage per sortie. Planners should understand that a flight with overlap less than 60% may be sufficient for search purposes but will not be sufficient for building [[Glossary#ortho-mosaic_photos|ortho-mosaic]] or mapping products.

As overlap decreases, the amount of area than can be covered in a single [[Glossary#sortie|sortie]] will increase. Planners should understand that the flight altitude will also affect sweep width and therefore coverage on a single sortie, but as altitude increases, the [[Glossary#ground_sample_distance|ground sample distance]] or [[Glossary#resolution|resolution]] will decrease. In other words, the flight should be planned at the highest altitude at which an appropriate GSD can be achieved. This will maximize coverage while still providing appropriate sensor performance.

'''Products of the Parallel Track Search:''' The primary product of a Parallel Track Search is a list of potential targets or targets of interest. This list can be generated in one of two ways: [[Glossary#live_search|live search]] or [[Glossary#post-flight_search|post-flight search]]. Live search is less likely to result in a successful find, primarily due to environmental conditions including glare, poor screens, time pressure, and distraction. As a result of this, Parallel Track Search data should be reviewed using post flight search or 'the squint'.

In addition to a target list, the search data can be processed into an ortho-mosaic or other GIS product(s) if there was sufficient coverage and overlap of nadir images.

'''Integration of the Parallel Track Search:''' This search type can be utilized in conjunction with ground resources operating in the same [[Glossary#Division_area|division area]], or it can be performed before a ground team begins working that area. This [[Glossary#Leapfrog_tactic|leapfrog tactic]] allows the sUAS team to perform an initial search as well as produce near real-time maps and other information that can be provided to ground resources.

===Overlapping Grid Search===
<div style="float:right; padding-left: 10px;">
<gallery>
File:overlapping_grid_1.png|Sample overlapping grid search flight path, first pass (green lines)
File:overlapping_grid_2.png|Sample overlapping grid search flight path, second pass (green lines)
</gallery>
</div>
sfsfsdfsdf
ssdfgsfsdf
ssdfgsfsdf
ssdfgsfsdfssdfgsfsdf
ssdfgsfsdf
ssdfgsfsdf
ssdfgsfsdf

===Track Line Search===

===Creeping Line Search===

===Expanding Square Search===

===Sector Search===

===Shoreline Search===

===Barrier Search===

UAS Search Patterns

2019-02-07T06:20:24Z

Dmerrick: /* Overlapping Grid Search */

Air searches are not a new concept - and they certainly are not exclusive to unmanned aircraft. Organizations such as the [[Example Manned Aircraft Search Patterns|Civil Air Patrol and the US Coast Guard have spent decades developing and refining techniques for conducting air searches]]. These methods have been used successfully all over the world, but are intended for manned aircraft operating over large areas and at altitudes above the typical small UAS flight. CDRP has developed modified search patterns and profiles that are based on proven techniques, but are adapted for the small UAS to utilize.

These UAS Search Patterns are appropriate for searches for persons or material/objects (providing it is large enough to be detected). They should be utilized as part of a [[search strategy]] - all searches are more effective when all available resources are working together in a coordinated way.

==Search Methods and/or Patterns==
These search methods utilizing sUAS are guidelines - not hard and fast templates. The search manager and sUAS RPIC should collaborate on the effective usage of sUAS in the overall search effort, keeping in mind the strengths and weaknesses of the sUAS platforms and crews.

===Hasty Search===
The Hasty Search is a amalgam of a variety of search tactics that are targeted at specific likely locations of the subject. The Hasty Search sounds unorganized, but the term comes from the fact that it is typically conducted first, with resources that are available immediately.

In the application of sUAS in search, the Hasty Search tactic may include variety of searches that typically have a few common factors:
*The sortie is a [[Glossary#live_search|live search]].
*The sortie is flown manually - no automated flight plans or search patterns.
*The sortie is targeted by a search manager or team leader. "Go check that waterline, then all the stands of trees in the Division area." or "Check the bottom of the cliffs in Division B."

Hasty Searches (on the ground or in the air) are often effective, and should be directed at areas where there is a high chance of immediate success; the so-called low hanging fruit. In many scenarios, sUAS can search areas faster and safer than ground based searches, such as elevated structures, swift-water areas, ravines, and other areas that would require high-angle technical rescue. In cases where a child or at-risk adult has wandered or eloped, a Hasty Search should be conducted in the immediate vicinity of the subject's home, residence or care facility.

'''Effective Use Scenarios:''' Unstructured initial searches of areas the subject is ''likely'' to be. Locations or areas where the sUAS can reach ''faster'' or ''safer'' than ground based search resources.

'''Planning the Hasty Search:''' Altitude AGL varies - often flown very low, very close to obstacles and structures. sUAS crew should be mindful of regulations and risk to persons on the ground.

While the Hasty Search does not typically involve automated pre-planned flight, the sortie or sorties should be carefully planned with the search manager or search team leader. Experience, practice and intuition are important to selecting appropriate search targets and areas for immediate resources to cover. By operating under the direction of the search manager, the sUAS resource avoids duplication of effort and minimizes the risk of missing areas.

The aircraft should be operated at appropriate altitudes and distances to structures, terrain features and obstacles. Sensors appropriate for the target, conditions, and other factors should be employed.

'''Products of the Hasty Search:''' The main product of the Hasty is the initial, rapid, live search. In the event that a target is identified, the product delivered to the search manager should be the location or coordinates of the target as well as possible a photo or other supporting information. Coordinates should be in a format pre-identified with the search manager, search team leader, or planning section. Video recording, with positional information if available, should be made of the sortie, and should be examined when time permits.

'''Integration of the Hasty Search:''' The ad-hoc nature of the sUAS Hasty Search makes it relatively easy to integrate into other search resources' workflows. An embedded sUAS team can perform hasty search sorties as part of a ground search effort, supporting other search resources. For examples, a ground team working an area with elevated structures or ravines could utilize an embedded sUAS to conduct hasty searches of terrain or features that would otherwise be difficult or unsafe to reach.

===Parallel Track Search===
[[File:uas_grid_plan_sample1.png|thumb|Sample parallel track search flight path (green lines)]]The Parallel Track Search is the basic grid search - the sUAS is flown in a series of parallel 'tracks' or 'legs' covering an entire designated search area. sUAS Operators often refer to the Parallel Track Search as 'mowing the lawn' due to the resemblance of the search pattern to the path taken to mow the grass.

The Parallel Track Search can be used to cover a large or small area, but it typically best on relatively flat terrain focused on the subject's last known point (LKP) or other datum. The search pattern requires post flight analysis of the captured imagery to increase effectiveness and generate the highest possible probability of detection (POD).

This pattern is often employed by sUAS operators because it is the default pattern used by [[Glossary|commercial mapping software]]. These software programs will automatically generate a flight path appropriate for capturing [[Glossary|nadir images]] used to construct [[Glossary|ortho-mosaic photos]] or other [[Glossary|photogrammetry]] products.

'''Effective Use Scenarios:''' The Parallel Track Search is a deliberate, programmed flight pattern. It is best employed on flat or level terrain where tree cover is broken enough to allow sensors to see the ground. No sUAS sensors (with the possible exception of LIDAR) permit view through tree canopy and other overhead obstructions.

'''Planning the Parallel Track Search:''' Flight altitude is determined by a variety of factors, including: [[Glossary|sensor sweep width]], desired [[Glossary|Probability of Detection (POD)]], desired sweep [[Glossary|overlap]] or [[Glossary|sidelap]], and terrain and other obstacles.

Sensor sweep width is a variable of camera or sensor [[Glossary#angle_of_view|angle of view (AOV)]] and altitude. The higher the UA operates, the wider sweep width; the lower the altitude, the narrower the sweep. At the same time, the higher the UA (and therefore the wider sweep width) the resolution or [[Glossary|Ground Sample Distance]] is reduced. To gain more detail, the UA must be flown lower, while reducing sweep width of a single track, and resulting in higher flight times. This simple trade-off is the heart of the search problem using sUAS.

[[Glossary#Sensor_angle|Sensor angle]] will should be set based on a variety of factors. For processing ortho-mosaics, a nadir or near-nadir sensor orientation should be used. However, in situations where there is significant tree canopy, [[Glossary#oblique_images|oblique images]] may be more effective at an angle up to 45 degrees from vertical. The angled sensor orientation mitigates some canopy or overhead coverage; oblique images can see 'under' some obstruction. To maximize coverage using oblique images, planners should narrow the track spacing, resulting in higher overlap and reduced coverage. However, the tighter track spacing allows a specific point on the ground to be seen from at least two oblique angles. Planners should also remember that calculated GSD is only valid for nadir imagery. When oblique imagery is utilized, the GSD becomes higher closer to the horizon.

The Parallel Track Search is typically planned using automated software, typically [[Glossary#commercial_mapping_software|commercial mapping software]]; the parallel leg pattern is identical to the typical flight plan for mapping and photogrammetry. While mapping and photogrammetry may require a [[Glossary#sidelap|sidelap]] of 65% or greater, the sidelap in the Parallel Track Search could be considerably less (as low as 15%) to increase coverage per sortie. Planners should understand that a flight with overlap less than 60% may be sufficient for search purposes but will not be sufficient for building [[Glossary#ortho-mosaic_photos|ortho-mosaic]] or mapping products.

As overlap decreases, the amount of area than can be covered in a single [[Glossary#sortie|sortie]] will increase. Planners should understand that the flight altitude will also affect sweep width and therefore coverage on a single sortie, but as altitude increases, the [[Glossary#ground_sample_distance|ground sample distance]] or [[Glossary#resolution|resolution]] will decrease. In other words, the flight should be planned at the highest altitude at which an appropriate GSD can be achieved. This will maximize coverage while still providing appropriate sensor performance.

'''Products of the Parallel Track Search:''' The primary product of a Parallel Track Search is a list of potential targets or targets of interest. This list can be generated in one of two ways: [[Glossary#live_search|live search]] or [[Glossary#post-flight_search|post-flight search]]. Live search is less likely to result in a successful find, primarily due to environmental conditions including glare, poor screens, time pressure, and distraction. As a result of this, Parallel Track Search data should be reviewed using post flight search or 'the squint'.

In addition to a target list, the search data can be processed into an ortho-mosaic or other GIS product(s) if there was sufficient coverage and overlap of nadir images.

'''Integration of the Parallel Track Search:''' This search type can be utilized in conjunction with ground resources operating in the same [[Glossary#Division_area|division area]], or it can be performed before a ground team begins working that area. This [[Glossary#Leapfrog_tactic|leapfrog tactic]] allows the sUAS team to perform an initial search as well as produce near real-time maps and other information that can be provided to ground resources.

===Overlapping Grid Search===

<gallery>
File:overlapping_grid_1.png|Sample overlapping grid search flight path, first pass (green lines)
File:overlapping_grid_2.png|Sample overlapping grid search flight path, second pass (green lines)
</gallery>

===Track Line Search===

===Creeping Line Search===

===Expanding Square Search===

===Sector Search===

===Shoreline Search===

===Barrier Search===

File:Overlapping grid 2.png

2019-02-07T06:14:14Z

Dmerrick: Overlapping grid search, second pass

Overlapping grid search, second pass

File:Overlapping grid 1.png

2019-02-07T06:13:45Z

Dmerrick: Overlapping grid search - first pass

Overlapping grid search - first pass

UAS Search Patterns

2019-02-07T06:03:48Z

Dmerrick: /* Parallel Track Search */

Air searches are not a new concept - and they certainly are not exclusive to unmanned aircraft. Organizations such as the [[Example Manned Aircraft Search Patterns|Civil Air Patrol and the US Coast Guard have spent decades developing and refining techniques for conducting air searches]]. These methods have been used successfully all over the world, but are intended for manned aircraft operating over large areas and at altitudes above the typical small UAS flight. CDRP has developed modified search patterns and profiles that are based on proven techniques, but are adapted for the small UAS to utilize.

These UAS Search Patterns are appropriate for searches for persons or material/objects (providing it is large enough to be detected). They should be utilized as part of a [[search strategy]] - all searches are more effective when all available resources are working together in a coordinated way.

==Search Methods and/or Patterns==
These search methods utilizing sUAS are guidelines - not hard and fast templates. The search manager and sUAS RPIC should collaborate on the effective usage of sUAS in the overall search effort, keeping in mind the strengths and weaknesses of the sUAS platforms and crews.

===Hasty Search===
The Hasty Search is a amalgam of a variety of search tactics that are targeted at specific likely locations of the subject. The Hasty Search sounds unorganized, but the term comes from the fact that it is typically conducted first, with resources that are available immediately.

In the application of sUAS in search, the Hasty Search tactic may include variety of searches that typically have a few common factors:
*The sortie is a [[Glossary#live_search|live search]].
*The sortie is flown manually - no automated flight plans or search patterns.
*The sortie is targeted by a search manager or team leader. "Go check that waterline, then all the stands of trees in the Division area." or "Check the bottom of the cliffs in Division B."

Hasty Searches (on the ground or in the air) are often effective, and should be directed at areas where there is a high chance of immediate success; the so-called low hanging fruit. In many scenarios, sUAS can search areas faster and safer than ground based searches, such as elevated structures, swift-water areas, ravines, and other areas that would require high-angle technical rescue. In cases where a child or at-risk adult has wandered or eloped, a Hasty Search should be conducted in the immediate vicinity of the subject's home, residence or care facility.

'''Effective Use Scenarios:''' Unstructured initial searches of areas the subject is ''likely'' to be. Locations or areas where the sUAS can reach ''faster'' or ''safer'' than ground based search resources.

'''Planning the Hasty Search:''' Altitude AGL varies - often flown very low, very close to obstacles and structures. sUAS crew should be mindful of regulations and risk to persons on the ground.

While the Hasty Search does not typically involve automated pre-planned flight, the sortie or sorties should be carefully planned with the search manager or search team leader. Experience, practice and intuition are important to selecting appropriate search targets and areas for immediate resources to cover. By operating under the direction of the search manager, the sUAS resource avoids duplication of effort and minimizes the risk of missing areas.

The aircraft should be operated at appropriate altitudes and distances to structures, terrain features and obstacles. Sensors appropriate for the target, conditions, and other factors should be employed.

'''Products of the Hasty Search:''' The main product of the Hasty is the initial, rapid, live search. In the event that a target is identified, the product delivered to the search manager should be the location or coordinates of the target as well as possible a photo or other supporting information. Coordinates should be in a format pre-identified with the search manager, search team leader, or planning section. Video recording, with positional information if available, should be made of the sortie, and should be examined when time permits.

'''Integration of the Hasty Search:''' The ad-hoc nature of the sUAS Hasty Search makes it relatively easy to integrate into other search resources' workflows. An embedded sUAS team can perform hasty search sorties as part of a ground search effort, supporting other search resources. For examples, a ground team working an area with elevated structures or ravines could utilize an embedded sUAS to conduct hasty searches of terrain or features that would otherwise be difficult or unsafe to reach.

===Parallel Track Search===
[[File:uas_grid_plan_sample1.png|thumb|Sample parallel track search flight path (green lines)]]The Parallel Track Search is the basic grid search - the sUAS is flown in a series of parallel 'tracks' or 'legs' covering an entire designated search area. sUAS Operators often refer to the Parallel Track Search as 'mowing the lawn' due to the resemblance of the search pattern to the path taken to mow the grass.

The Parallel Track Search can be used to cover a large or small area, but it typically best on relatively flat terrain focused on the subject's last known point (LKP) or other datum. The search pattern requires post flight analysis of the captured imagery to increase effectiveness and generate the highest possible probability of detection (POD).

This pattern is often employed by sUAS operators because it is the default pattern used by [[Glossary|commercial mapping software]]. These software programs will automatically generate a flight path appropriate for capturing [[Glossary|nadir images]] used to construct [[Glossary|ortho-mosaic photos]] or other [[Glossary|photogrammetry]] products.

'''Effective Use Scenarios:''' The Parallel Track Search is a deliberate, programmed flight pattern. It is best employed on flat or level terrain where tree cover is broken enough to allow sensors to see the ground. No sUAS sensors (with the possible exception of LIDAR) permit view through tree canopy and other overhead obstructions.

'''Planning the Parallel Track Search:''' Flight altitude is determined by a variety of factors, including: [[Glossary|sensor sweep width]], desired [[Glossary|Probability of Detection (POD)]], desired sweep [[Glossary|overlap]] or [[Glossary|sidelap]], and terrain and other obstacles.

Sensor sweep width is a variable of camera or sensor [[Glossary#angle_of_view|angle of view (AOV)]] and altitude. The higher the UA operates, the wider sweep width; the lower the altitude, the narrower the sweep. At the same time, the higher the UA (and therefore the wider sweep width) the resolution or [[Glossary|Ground Sample Distance]] is reduced. To gain more detail, the UA must be flown lower, while reducing sweep width of a single track, and resulting in higher flight times. This simple trade-off is the heart of the search problem using sUAS.

[[Glossary#Sensor_angle|Sensor angle]] will should be set based on a variety of factors. For processing ortho-mosaics, a nadir or near-nadir sensor orientation should be used. However, in situations where there is significant tree canopy, [[Glossary#oblique_images|oblique images]] may be more effective at an angle up to 45 degrees from vertical. The angled sensor orientation mitigates some canopy or overhead coverage; oblique images can see 'under' some obstruction. To maximize coverage using oblique images, planners should narrow the track spacing, resulting in higher overlap and reduced coverage. However, the tighter track spacing allows a specific point on the ground to be seen from at least two oblique angles. Planners should also remember that calculated GSD is only valid for nadir imagery. When oblique imagery is utilized, the GSD becomes higher closer to the horizon.

The Parallel Track Search is typically planned using automated software, typically [[Glossary#commercial_mapping_software|commercial mapping software]]; the parallel leg pattern is identical to the typical flight plan for mapping and photogrammetry. While mapping and photogrammetry may require a [[Glossary#sidelap|sidelap]] of 65% or greater, the sidelap in the Parallel Track Search could be considerably less (as low as 15%) to increase coverage per sortie. Planners should understand that a flight with overlap less than 60% may be sufficient for search purposes but will not be sufficient for building [[Glossary#ortho-mosaic_photos|ortho-mosaic]] or mapping products.

As overlap decreases, the amount of area than can be covered in a single [[Glossary#sortie|sortie]] will increase. Planners should understand that the flight altitude will also affect sweep width and therefore coverage on a single sortie, but as altitude increases, the [[Glossary#ground_sample_distance|ground sample distance]] or [[Glossary#resolution|resolution]] will decrease. In other words, the flight should be planned at the highest altitude at which an appropriate GSD can be achieved. This will maximize coverage while still providing appropriate sensor performance.

'''Products of the Parallel Track Search:''' The primary product of a Parallel Track Search is a list of potential targets or targets of interest. This list can be generated in one of two ways: [[Glossary#live_search|live search]] or [[Glossary#post-flight_search|post-flight search]]. Live search is less likely to result in a successful find, primarily due to environmental conditions including glare, poor screens, time pressure, and distraction. As a result of this, Parallel Track Search data should be reviewed using post flight search or 'the squint'.

In addition to a target list, the search data can be processed into an ortho-mosaic or other GIS product(s) if there was sufficient coverage and overlap of nadir images.

'''Integration of the Parallel Track Search:''' This search type can be utilized in conjunction with ground resources operating in the same [[Glossary#Division_area|division area]], or it can be performed before a ground team begins working that area. This [[Glossary#Leapfrog_tactic|leapfrog tactic]] allows the sUAS team to perform an initial search as well as produce near real-time maps and other information that can be provided to ground resources.

===Overlapping Grid Search===

===Track Line Search===

===Creeping Line Search===

===Expanding Square Search===

===Sector Search===

===Shoreline Search===

===Barrier Search===

Main Page

2018-09-30T20:10:00Z

Dmerrick: /* Sections */

This site supports all of the [//em.fsu.edu EMHS] and [//cdrp.net CDRP] work on small unmanned aircraft systems (sUAS) operations in emergency management and public safety.

This site is currently undergoing a major revision (as of 10 August 2018). While this message is present, significant changes could be made at any time. 

==Sections==
*[[Training]]
*[[Administration]]
*[[Operations]]
*[[Research]]
*[[Reports]]

==Stuff to Find a Home For==
* '''[[UAS in EM Standard Operating Guide]]''' - Comprehensive guide to safe and effective operation of a UAS in emergency and disaster environments.
* '''[[UAS in EM Operator/Remote Pilot Standards]]''' - Standards for remote pilots that wish to operate as part of organized incident response.
* '''[[Mission Guides]]''' - How-to mission guides for the execution of a variety of UAS in EM missions.
* '''[[HURREX 2016 AAR]]''' - After Action Report for the UAS portions of the Hurricane Kimo Exercise in May, 2016.

=== Getting started [to be removed] ===
Consult the [//meta.wikimedia.org/wiki/Help:Contents User's Guide] for information on using the wiki software.

* [//www.mediawiki.org/wiki/Special:MyLanguage/Manual:Configuration_settings Configuration settings list]
* [//www.mediawiki.org/wiki/Special:MyLanguage/Manual:FAQ MediaWiki FAQ]
* [https://lists.wikimedia.org/mailman/listinfo/mediawiki-announce MediaWiki release mailing list]
* [//www.mediawiki.org/wiki/Special:MyLanguage/Localisation#Translation_resources Localise MediaWiki for your language]
* [//www.mediawiki.org/wiki/Special:MyLanguage/Manual:Combating_spam Learn how to combat spam on your wiki]

Main Page

2018-09-30T20:09:28Z

Dmerrick:

This site supports all of the [//em.fsu.edu EMHS] and [//cdrp.net CDRP] work on small unmanned aircraft systems (sUAS) operations in emergency management and public safety.

This site is currently undergoing a major revision (as of 10 August 2018). While this message is present, significant changes could be made at any time. 

==Sections==
*[[Planning]]
*[[Training]]
*[[Administration]]
*[[Operations]]
*[[Research]]
*[[Reports]]

==Stuff to Find a Home For==
* '''[[UAS in EM Standard Operating Guide]]''' - Comprehensive guide to safe and effective operation of a UAS in emergency and disaster environments.
* '''[[UAS in EM Operator/Remote Pilot Standards]]''' - Standards for remote pilots that wish to operate as part of organized incident response.
* '''[[Mission Guides]]''' - How-to mission guides for the execution of a variety of UAS in EM missions.
* '''[[HURREX 2016 AAR]]''' - After Action Report for the UAS portions of the Hurricane Kimo Exercise in May, 2016.

=== Getting started [to be removed] ===
Consult the [//meta.wikimedia.org/wiki/Help:Contents User's Guide] for information on using the wiki software.

* [//www.mediawiki.org/wiki/Special:MyLanguage/Manual:Configuration_settings Configuration settings list]
* [//www.mediawiki.org/wiki/Special:MyLanguage/Manual:FAQ MediaWiki FAQ]
* [https://lists.wikimedia.org/mailman/listinfo/mediawiki-announce MediaWiki release mailing list]
* [//www.mediawiki.org/wiki/Special:MyLanguage/Localisation#Translation_resources Localise MediaWiki for your language]
* [//www.mediawiki.org/wiki/Special:MyLanguage/Manual:Combating_spam Learn how to combat spam on your wiki]

Main Page

2018-09-30T20:08:57Z

Dmerrick:

This site supports all of the [//em.fsu.edu EMHS] and [//cdrp.net CDRP] work on small unmanned aircraft systems (sUAS) operations in emergency management and public safety.

==Important==

This site is currently undergoing a major revision (as of 10 August 2018). While this message is present, significant changes could be made at any time. 

==Sections==
*[[Planning]]
*[[Training]]
*[[Administration]]
*[[Operations]]
*[[Research]]
*[[Reports]]

==Stuff to Find a Home For==
* '''[[UAS in EM Standard Operating Guide]]''' - Comprehensive guide to safe and effective operation of a UAS in emergency and disaster environments.
* '''[[UAS in EM Operator/Remote Pilot Standards]]''' - Standards for remote pilots that wish to operate as part of organized incident response.
* '''[[Mission Guides]]''' - How-to mission guides for the execution of a variety of UAS in EM missions.
* '''[[HURREX 2016 AAR]]''' - After Action Report for the UAS portions of the Hurricane Kimo Exercise in May, 2016.

=== Getting started [to be removed] ===
Consult the [//meta.wikimedia.org/wiki/Help:Contents User's Guide] for information on using the wiki software.

* [//www.mediawiki.org/wiki/Special:MyLanguage/Manual:Configuration_settings Configuration settings list]
* [//www.mediawiki.org/wiki/Special:MyLanguage/Manual:FAQ MediaWiki FAQ]
* [https://lists.wikimedia.org/mailman/listinfo/mediawiki-announce MediaWiki release mailing list]
* [//www.mediawiki.org/wiki/Special:MyLanguage/Localisation#Translation_resources Localise MediaWiki for your language]
* [//www.mediawiki.org/wiki/Special:MyLanguage/Manual:Combating_spam Learn how to combat spam on your wiki]

UAS Search Patterns

2018-08-26T00:54:32Z

Dmerrick:

Air searches are not a new concept - and they certainly are not exclusive to unmanned aircraft. Organizations such as the [[Example Manned Aircraft Search Patterns|Civil Air Patrol and the US Coast Guard have spent decades developing and refining techniques for conducting air searches]]. These methods have been used successfully all over the world, but are intended for manned aircraft operating over large areas and at altitudes above the typical small UAS flight. CDRP has developed modified search patterns and profiles that are based on proven techniques, but are adapted for the small UAS to utilize.

These UAS Search Patterns are appropriate for searches for persons or material/objects (providing it is large enough to be detected). They should be utilized as part of a [[search strategy]] - all searches are more effective when all available resources are working together in a coordinated way.

==Search Methods and/or Patterns==
These search methods utilizing sUAS are guidelines - not hard and fast templates. The search manager and sUAS RPIC should collaborate on the effective usage of sUAS in the overall search effort, keeping in mind the strengths and weaknesses of the sUAS platforms and crews.

===Hasty Search===
The Hasty Search is a amalgam of a variety of search tactics that are targeted at specific likely locations of the subject. The Hasty Search sounds unorganized, but the term comes from the fact that it is typically conducted first, with resources that are available immediately.

In the application of sUAS in search, the Hasty Search tactic may include variety of searches that typically have a few common factors:
*The sortie is a [[Glossary#live_search|live search]].
*The sortie is flown manually - no automated flight plans or search patterns.
*The sortie is targeted by a search manager or team leader. "Go check that waterline, then all the stands of trees in the Division area." or "Check the bottom of the cliffs in Division B."

Hasty Searches (on the ground or in the air) are often effective, and should be directed at areas where there is a high chance of immediate success; the so-called low hanging fruit. In many scenarios, sUAS can search areas faster and safer than ground based searches, such as elevated structures, swift-water areas, ravines, and other areas that would require high-angle technical rescue. In cases where a child or at-risk adult has wandered or eloped, a Hasty Search should be conducted in the immediate vicinity of the subject's home, residence or care facility.

'''Effective Use Scenarios:''' Unstructured initial searches of areas the subject is ''likely'' to be. Locations or areas where the sUAS can reach ''faster'' or ''safer'' than ground based search resources.

'''Planning the Hasty Search:''' Altitude AGL varies - often flown very low, very close to obstacles and structures. sUAS crew should be mindful of regulations and risk to persons on the ground.

While the Hasty Search does not typically involve automated pre-planned flight, the sortie or sorties should be carefully planned with the search manager or search team leader. Experience, practice and intuition are important to selecting appropriate search targets and areas for immediate resources to cover. By operating under the direction of the search manager, the sUAS resource avoids duplication of effort and minimizes the risk of missing areas.

The aircraft should be operated at appropriate altitudes and distances to structures, terrain features and obstacles. Sensors appropriate for the target, conditions, and other factors should be employed.

'''Products of the Hasty Search:''' The main product of the Hasty is the initial, rapid, live search. In the event that a target is identified, the product delivered to the search manager should be the location or coordinates of the target as well as possible a photo or other supporting information. Coordinates should be in a format pre-identified with the search manager, search team leader, or planning section. Video recording, with positional information if available, should be made of the sortie, and should be examined when time permits.

'''Integration of the Hasty Search:''' The ad-hoc nature of the sUAS Hasty Search makes it relatively easy to integrate into other search resources' workflows. An embedded sUAS team can perform hasty search sorties as part of a ground search effort, supporting other search resources. For examples, a ground team working an area with elevated structures or ravines could utilize an embedded sUAS to conduct hasty searches of terrain or features that would otherwise be difficult or unsafe to reach.

===Parallel Track Search===
[[File:uas_grid_plan_sample1.png|thumb|Sample parallel track search flight path (green lines)]]The Parallel Track Search is the basic grid search - the sUAS is flown in a series of parallel 'tracks' or 'legs' covering an entire designated search area. sUAS Operators often refer to the Parallel Track Search as 'mowing the lawn' due to the resemblance of the search pattern to the path taken to mow the grass.

The Parallel Track Search can be used to cover a large or small area, but it typically best on relatively flat terrain focused on the subject's last known point (LKP) or other datum. The search pattern requires post flight analysis of the captured imagery to increase effectiveness and generate the highest possible probability of detection (POD.

This pattern is often employed by sUAS operators because it is the default pattern used by [[Glossary|commercial mapping software]]. These software programs will automatically generate a flight path appropriate for capturing [[Glossary|nadir images]] used to construct [[Glossary|ortho-mosaic photos]] or other [[Glossary|photogrammetry]] products.

'''Effective Use Scenarios:''' The Parallel Track Search is a deliberate, programmed flight pattern. It is best employed on flat or level terrain where tree cover is broken enough to allow sensors to see the ground. No sUAS sensors (with the possible exception of LIDAR) permit view through tree canopy and other overhead obstructions.

'''Planning the Parallel Track Search:''' Flight altitude is determined by a variety of factors, including: [[Glossary|sensor sweep width]], desired [[Glossary|Probability of Detection (POD)]], desired sweep [[Glossary|overlap]] or [[Glossary|sidelap]], and terrain and other obstacles.

Sensor sweep width is a variable of camera or sensor [[Glossary#angle_of_view|angle of view (AOV)]] and altitude. The higher the UA operates, the wider sweep width; the lower the altitude, the narrower the sweep. At the same time, the higher the UA (and therefore the wider sweep width) the resolution or [[Glossary|Ground Sample Distance]] is reduced. To gain more detail, the UA must be flown lower, while reducing sweep width of a single track, and resulting in higher flight times. This simple trade-off is the heart of the search problem using sUAS.

[[Glossary#Sensor_angle|Sensor angle]] will should be set based on a variety of factors. For processing ortho-mosaics, a nadir or near-nadir sensor orientation should be used. However, in situations where there is significant tree canopy, [[Glossary#oblique_images|oblique images]] may be more effective at an angle up to 45 degrees from vertical. The angled sensor orientation mitigates some canopy or overhead coverage; oblique images can see 'under' some obstruction. To maximize coverage using oblique images, planners should narrow the track spacing, resulting in higher overlap and reduced coverage. However, the tighter track spacing allows a specific point on the ground to be seen from at least two oblique angles. Planners should also remember that calculated GSD is only valid for nadir imagery. When oblique imagery is utilized, the GSD becomes higher closer to the horizon.

The Parallel Track Search is typically planned using automated software, typically [[Glossary#commercial_mapping_software|commercial mapping software]]; the parallel leg pattern is identical to the typical flight plan for mapping and photogrammetry. While mapping and photogrammetry may require a [[Glossary#sidelap|sidelap]] of 65% or greater, the sidelap in the Parallel Track Search could be considerably less (as low as 15%) to increase coverage per sortie. Planners should understand that a flight with overlap less than 60% may be sufficient for search purposes but will not be sufficient for building [[Glossary#ortho-mosaic_photos|ortho-mosaic]] or mapping products.

As overlap decreases, the amount of area than can be covered in a single [[Glossary#sortie|sortie]] will increase. Planners should understand that the flight altitude will also affect sweep width and therefore coverage on a single sortie, but as altitude increases, the [[Glossary#ground_sample_distance|ground sample distance]] or [[Glossary#resolution|resolution]] will decrease. In other words, the flight should be planned at the highest altitude at which an appropriate GSD can be achieved. This will maximize coverage while still providing appropriate sensor performance.

'''Products of the Parallel Track Search:''' The primary product of a Parallel Track Search is a list of potential targets or targets of interest. This list can be generated in one of two ways: [[Glossary#live_search|live search]] or [[Glossary#post-flight_search|post-flight search]]. Live search is less likely to result in a successful find, primarily due to environmental conditions including glare, poor screens, time pressure, and distraction. As a result of this, Parallel Track Search data should be reviewed using post flight search or 'the squint'.

In addition to a target list, the search data can be processed into an ortho-mosaic or other GIS product(s) if there was sufficient coverage and overlap of nadir images.

'''Integration of the Parallel Track Search:''' This search type can be utilized in conjunction with ground resources operating in the same [[Glossary#Division_area|division area]], or it can be performed before a ground team begins working that area. This [[Glossary#Leapfrog_tactic|leapfrog tactic]] allows the sUAS team to perform an initial search as well as produce near real-time maps and other information that can be provided to ground resources.

===Overlapping Grid Search===

===Track Line Search===

===Creeping Line Search===

===Expanding Square Search===

===Sector Search===

===Shoreline Search===

===Barrier Search===

UAS Search Patterns

2018-08-26T00:47:29Z

Dmerrick:

Air searches are not a new concept - and they certainly are not exclusive to unmanned aircraft. Organizations such as the [[Example Manned Aircraft Search Patterns|Civil Air Patrol and the US Coast Guard have spent decades developing and refining techniques for conducting air searches]]. These methods have been used successfully all over the world, but are intended for manned aircraft operating over large areas and at altitudes above the typical small UAS flight. CDRP has developed modified search patterns and profiles that are based on proven techniques, but are adapted for the small UAS to utilize.

These UAS Search Patterns are appropriate for searches for persons or material/objects (providing it is large enough to be detected). They should be utilized as part of a [[search strategy]] - all searches are more effective when all available resources are working together in a coordinated way.

==Search Methods and/or Patterns==
These search methods utilizing sUAS are guidelines - not hard and fast templates. The search manager and sUAS RPIC should collaborate on the effective usage of sUAS in the overall search effort, keeping in mind the strengths and weaknesses of the sUAS platforms and crews.

===Hasty Search===
The Hasty Search is a amalgam of a variety of search tactics that are targeted at specific likely locations of the subject. The Hasty Search sounds unorganized, but the term comes from the fact that it is typically conducted first, with resources that are available immediately.

In the application of sUAS in search, the Hasty Search tactic may include variety of searches that typically have a few common factors:
*The sortie is a [[Glossary#live_search|live search]].
*The sortie is flown manually - no automated flight plans or search patterns.
*The sortie is targeted by a search manager or team leader. "Go check that waterline, then all the stands of trees in the Division area." or "Check the bottom of the cliffs in Division B."

Hasty Searches (on the ground or in the air) are often effective, and should be directed at areas where there is a high chance of immediate success; the so-called low hanging fruit. In many scenarios, sUAS can search areas faster and safer than ground based searches, such as elevated structures, swift-water areas, ravines, and other areas that would require high-angle technical rescue. In cases where a child or at-risk adult has wandered or eloped, a Hasty Search should be conducted in the immediate vicinity of the subject's home, residence or care facility.

'''Effective Use Scenarios:''' Unstructured initial searches of areas the subject is ''likely'' to be. Locations or areas where the sUAS can reach ''faster'' or ''safer'' than ground based search resources.

'''Planning the Hasty Search:''' Altitude AGL varies - often flown very low, very close to obstacles and structures. sUAS crew should be mindful of regulations and risk to persons on the ground.

While the Hasty Search does not typically involve automated pre-planned flight, the sortie or sorties should be carefully planned with the search manager or search team leader. Experience, practice and intuition are important to selecting appropriate search targets and areas for immediate resources to cover. By operating under the direction of the search manager, the sUAS resource avoids duplication of effort and minimizes the risk of missing areas.

The aircraft should be operated at appropriate altitudes and distances to structures, terrain features and obstacles. Sensors appropriate for the target, conditions, and other factors should be employed.

'''Products of the Hasty Search:''' The main product of the Hasty is the initial, rapid, live search. In the event that a target is identified, the product delivered to the search manager should be the location or coordinates of the target as well as possible a photo or other supporting information. Coordinates should be in a format pre-identified with the search manager, search team leader, or planning section. Video recording, with positional information if available, should be made of the sortie, and should be examined when time permits.

'''Integration of the Hasty Search:''' The ad-hoc nature of the sUAS Hasty Search makes it relatively easy to integrate into other search resources' workflows. An embedded sUAS team can perform hasty search sorties as part of a ground search effort, supporting other search resources. For examples, a ground team working an area with elevated structures or ravines could utilize an embedded sUAS to conduct hasty searches of terrain or features that would otherwise be difficult or unsafe to reach.

===Parallel Track Search===
[[File:uas_grid_plan_sample1.png|thumb|Sample parallel track search flight path (green lines)]]The Parallel Track Search is the basic grid search - the sUAS is flown in a series of parallel 'tracks' or 'legs' covering an entire designated search area. sUAS Operators often refer to the Parallel Track Search as 'mowing the lawn' due to the resemblance of the search pattern to the path taken to mow the grass.

The Parallel Track Search can be used to cover a large or small area, but it typically best on relatively flat terrain focused on the subject's last known point (LKP) or other datum. The search pattern requires post flight analysis of the captured imagery to increase effectiveness and generate the highest possible probability of detection (POD.

This pattern is often employed by sUAS operators because it is the default pattern used by [[Glossary|commercial mapping software]]. These software programs will automatically generate a flight path appropriate for capturing [[Glossary|nadir images]] used to construct [[Glossary|ortho-mosaic photos]] or other [[Glossary|photogrammetry]] products.

'''Effective Use Scenarios:''' The Parallel Track Search is a deliberate, programmed flight pattern. It is best employed on flat or level terrain where tree cover is broken enough to allow sensors to see the ground. No sUAS sensors (with the possible exception of LIDAR) permit view through tree canopy and other overhead obstructions.

'''Planning the Parallel Track Search:''' Flight altitude is determined by a variety of factors, including: [[Glossary|sensor sweep width]], desired [[Glossary|Probability of Detection (POD)]], desired sweep [[Glossary|overlap]] or [[Glossary|sidelap]], and terrain and other obstacles.

Sensor sweep width is a variable of camera or sensor [[Glossary#angle_of_view|angle of view (AOV)]] and altitude. The higher the UA operates, the wider sweep width; the lower the altitude, the narrower the sweep. At the same time, the higher the UA (and therefore the wider sweep width) the resolution or [[Glossary|Ground Sample Distance]] is reduced. To gain more detail, the UA must be flown lower, while reducing sweep width of a single track, and resulting in higher flight times. This simple trade-off is the heart of the search problem using sUAS.

[[Glossary#Sensor_angle|Sensor angle]] will should be set based on a variety of factors. For processing ortho-mosaics, a nadir or near-nadir sensor orientation should be used. However, in situations where there is significant tree canopy, [[Glossary#oblique_images|oblique images]] may be more effective at an angle up to 45 degrees from vertical. The angled sensor orientation mitigates some canopy or overhead coverage; oblique images can see 'under' some obstruction. To maximize coverage using oblique images, planners should narrow the track spacing, resulting in higher overlap and reduced coverage. However, the tighter track spacing allows a specific point on the ground to be seen from at least two oblique angles. Planners should also remember that calculated GSD is only valid for nadir imagery. When oblique imagery is utilized, the GSD becomes higher closer to the horizon.

The Parallel Track Search is typically planned using automated software, typically [[Glossary#commercial_mapping_software|commercial mapping software]]; the parallel leg pattern is identical to the typical flight plan for mapping and photogrammetry. While mapping and photogrammetry may require a [[Glossary#sidelap|sidelap]] of 65% or greater, the sidelap in the Parallel Track Search could be considerably less (as low as 15%) to increase coverage per sortie. Planners should understand that a flight with overlap less than 60% may be sufficient for search purposes but will not be sufficient for building [[Glossary#ortho-mosaic_photos|ortho-mosaic]] or mapping products.

As overlap decreases, the amount of area than can be covered in a single [[Glossary#sortie|sortie]] will increase. Planners should understand that the flight altitude will also affect sweep width and therefore coverage on a single sortie, but as altitude increases, the [[Glossary#ground_sample_distance|ground sample distance]] or [[Glossary#resolution|resolution]] will decrease. In other words, the flight should be planned at the highest altitude at which an appropriate GSD can be achieved. This will maximize coverage while still providing appropriate sensor performance.

'''Products of the Parallel Track Search:''' The primary product of a Parallel Track Search is a list of potential targets or targets of interest. This list can be generated in one of two ways: [[Glossary#live_search|live search]] or [[Glossary#post-flight_search|post-flight search]]. Live search is less likely to result in a successful find, primarily due to environmental conditions including glare, poor screens, time pressure, and distraction. As a result of this, Parallel Track Search data should be reviewed using post flight search or 'the squint'.

In addition to a target list, the search data can be processed into an ortho-mosaic or other GIS product(s) if there was sufficient coverage and overlap of nadir images.

'''Integration of the Parallel Track Search:''' This search type can be utilized in conjunction with ground resources operating in the same [[Glossary#Division_area|division area]], or it can be performed before a ground team begins working that area. This [[Glossary#Leapfrog_tactic|leapfrog tactic]] allows the sUAS team to perform an initial search as well as produce near real-time maps and other information that can be provided to ground resources.

===Overlapping Grid Search===

===Track Line Search===

===Creeping Line Search===

===Expanding Square Search===

===Shoreline Search===

===Barrier Search===

UAS Search Patterns

2018-08-22T22:27:21Z

Dmerrick: /* Parallel Track Search */

Air searches are not a new concept - and they certainly are not exclusive to unmanned aircraft. Organizations such as the [[Example Manned Aircraft Search Patterns|Civil Air Patrol and the US Coast Guard have spent decades developing and refining techniques for conducting air searches]]. These methods have been used successfully all over the world, but are intended for manned aircraft operating over large areas and at altitudes above the typical small UAS flight. CDRP has developed modified search patterns and profiles that are based on proven techniques, but are adapted for the small UAS to utilize.

These UAS Search Patterns are appropriate for searches for persons or material/objects (providing it is large enough to be detected). They should be utilized as part of a [[search strategy]] - all searches are more effective when all available resources are working together in a coordinated way.

==Search Methods and/or Patterns==
These search methods utilizing sUAS are guidelines - not hard and fast templates. The search manager and sUAS RPIC should collaborate on the effective usage of sUAS in the overall search effort, keeping in mind the strengths and weaknesses of the sUAS platforms and crews.

===Hasty Search===
The Hasty Search is a amalgam of a variety of search tactics that are targeted at specific likely locations of the subject. The Hasty Search sounds unorganized, but the term comes from the fact that it is typically conducted first, with resources that are available immediately.

In the application of sUAS in search, the Hasty Search tactic may include variety of searches that typically have a few common factors:
*The sortie is a [[Glossary#live_search|live search]].
*The sortie is flown manually - no automated flight plans or search patterns.
*The sortie is targeted by a search manager or team leader. "Go check that waterline, then all the stands of trees in the Division area." or "Check the bottom of the cliffs in Division B."

Hasty Searches (on the ground or in the air) are often effective, and should be directed at areas where there is a high chance of immediate success; the so-called low hanging fruit. In many scenarios, sUAS can search areas faster and safer than ground based searches, such as elevated structures, swift-water areas, ravines, and other areas that would require high-angle technical rescue. In cases where a child or at-risk adult has wandered or eloped, a Hasty Search should be conducted in the immediate vicinity of the subject's home, residence or care facility.

'''Effective Use Scenarios:''' Unstructured initial searches of areas the subject is ''likely'' to be. Locations or areas where the sUAS can reach ''faster'' or ''safer'' than ground based search resources.

'''Planning the Hasty Search:''' Altitude AGL varies - often flown very low, very close to obstacles and structures. sUAS crew should be mindful of regulations and risk to persons on the ground.

While the Hasty Search does not typically involve automated pre-planned flight, the sortie or sorties should be carefully planned with the search manager or search team leader. Experience, practice and intuition are important to selecting appropriate search targets and areas for immediate resources to cover. By operating under the direction of the search manager, the sUAS resource avoids duplication of effort and minimizes the risk of missing areas.

The aircraft should be operated at appropriate altitudes and distances to structures, terrain features and obstacles. Sensors appropriate for the target, conditions, and other factors should be employed.

'''Products of the Hasty Search:''' The main product of the Hasty is the initial, rapid, live search. In the event that a target is identified, the product delivered to the search manager should be the location or coordinates of the target as well as possible a photo or other supporting information. Coordinates should be in a format pre-identified with the search manager, search team leader, or planning section. Video recording, with positional information if available, should be made of the sortie, and should be examined when time permits.

'''Integration of the Hasty Search:''' The ad-hoc nature of the sUAS Hasty Search makes it relatively easy to integrate into other search resources' workflows. An embedded sUAS team can perform hasty search sorties as part of a ground search effort, supporting other search resources. For examples, a ground team working an area with elevated structures or ravines could utilize an embedded sUAS to conduct hasty searches of terrain or features that would otherwise be difficult or unsafe to reach.

===Parallel Track Search===
[[File:uas_grid_plan_sample1.png|thumb|Sample parallel track search flight path (green lines)]]The Parallel Track Search is the basic grid search - the sUAS is flown in a series of parallel 'tracks' or 'legs' covering an entire designated search area. sUAS Operators often refer to the Parallel Track Search as 'mowing the lawn' due to the resemblance of the search pattern to the path taken to mow the grass.

The Parallel Track Search can be used to cover a large or small area, but it typically best on relatively flat terrain focused on the subject's last known point (LKP) or other datum. The search pattern requires post flight analysis of the captured imagery to increase effectiveness and generate the highest possible probability of detection (POD.

This pattern is often employed by sUAS operators because it is the default pattern used by [[Glossary|commercial mapping software]]. These software programs will automatically generate a flight path appropriate for capturing [[Glossary|nadir images]] used to construct [[Glossary|ortho-mosaic photos]] or other [[Glossary|photogrammetry]] products.

'''Effective Use Scenarios:''' The Parallel Track Search is a deliberate, programmed flight pattern. It is best employed on flat or level terrain where tree cover is broken enough to allow sensors to see the ground. No sUAS sensors (with the possible exception of LIDAR) permit view through tree canopy and other overhead obstructions.

'''Planning the Parallel Track Search:''' Flight altitude is determined by a variety of factors, including: [[Glossary|sensor sweep width]], desired [[Glossary|Probability of Detection (POD)]], desired sweep [[Glossary|overlap]] or [[Glossary|sidelap]], and terrain and other obstacles.

Sensor sweep width is a variable of camera or sensor [[Glossary#angle_of_view|angle of view (AOV)]] and altitude. The higher the UA operates, the wider sweep width; the lower the altitude, the narrower the sweep. At the same time, the higher the UA (and therefore the wider sweep width) the resolution or [[Glossary|Ground Sample Distance]] is reduced. To gain more detail, the UA must be flown lower, while reducing sweep width of a single track, and resulting in higher flight times. This simple trade-off is the heart of the search problem using sUAS.

[[Glossary#Sensor_angle|Sensor angle]] will should be set based on a variety of factors. For processing ortho-mosaics, a nadir or near-nadir sensor orientation should be used. However, in situations where there is significant tree canopy, [[Glossary#oblique_images|oblique images]] may be more effective at an angle up to 45 degrees from vertical. The angled sensor orientation mitigates some canopy or overhead coverage; oblique images can see 'under' some obstruction. To maximize coverage using oblique images, planners should narrow the track spacing, resulting in higher overlap and reduced coverage. However, the tighter track spacing allows a specific point on the ground to be seen from at least two oblique angles. Planners should also remember that calculated GSD is only valid for nadir imagery. When oblique imagery is utilized, the GSD becomes higher closer to the horizon.

The Parallel Track Search is typically planned using automated software, typically [[Glossary#commercial_mapping_software|commercial mapping software]]; the parallel leg pattern is identical to the typical flight plan for mapping and photogrammetry. While mapping and photogrammetry may require a [[Glossary#sidelap|sidelap]] of 65% or greater, the sidelap in the Parallel Track Search could be considerably less (as low as 15%) to increase coverage per sortie. Planners should understand that a flight with overlap less than 60% may be sufficient for search purposes but will not be sufficient for building [[Glossary#ortho-mosaic_photos|ortho-mosaic]] or mapping products.

As overlap decreases, the amount of area than can be covered in a single [[Glossary#sortie|sortie]] will increase. Planners should understand that the flight altitude will also affect sweep width and therefore coverage on a single sortie, but as altitude increases, the [[Glossary#ground_sample_distance|ground sample distance]] or [[Glossary#resolution|resolution]] will decrease. In other words, the flight should be planned at the highest altitude at which an appropriate GSD can be achieved. This will maximize coverage while still providing appropriate sensor performance.

'''Products of the Parallel Track Search:''' The primary product of a Parallel Track Search is a list of potential targets or targets of interest. This list can be generated in one of two ways: [[Glossary#live_search|live search]] or [[Glossary#post-flight_search|post-flight search]]. Live search is less likely to result in a successful find, primarily due to environmental conditions including glare, poor screens, time pressure, and distraction. As a result of this, Parallel Track Search data should be reviewed using post flight search or 'the squint'.

In addition to a target list, the search data can be processed into an ortho-mosaic or other GIS product(s) if there was sufficient coverage and overlap of nadir images.

'''Integration of the Parallel Track Search:''' This search type can be utilized in conjunction with ground resources operating in the same [[Glossary#Division_area|division area]], or it can be performed before a ground team begins working that area. This [[Glossary#Leapfrog_tactic|leapfrog tactic]] allows the sUAS team to perform an initial search as well as produce near real-time maps and other information that can be provided to ground resources.

===Overlapping Grid Search===

===Track Line Search===

===Creeping Line Search===

===Expanding Square Search===

===Barrier Search===

Glossary

2018-08-22T22:25:33Z

Dmerrick:

===Sensor Sweep Width===
===Track Spacing (S)===
Distance between parallel legs in a search pattern. Typically 1NM in manned search.
===Last Known Position (LKP)===
Last known location of the subject.
===Probability of Detection (POD)===
The probability of the subject being detected by a search resource. The POD is affected by a variety of factors, including search strategy and tactics.
===Datum===
Extrapolated position of subject based on LKP and environmental factors and subject behavior. The datum often serves as the primary starting point for a search.
===Live Search===
Operators utilize the video downlink to actively search while the sUAS is airborne and in a search pattern.
===Post-Flight search===
Analysts examine imagery or video taken by the sUAS after the aircraft lands. This is also referred to as the 'squint'.
===Nadir images===

===Commercial mapping software===

===Ortho-mosaic photos===

===Photogrammetry===
===Overlap===
===Sidelap===
===Sensor angle===
===Oblique images===
===Resolution===
===Sortie===
===Ground sample distance===
===Leapfrog tactic===

UAS Search Patterns

2018-08-22T22:15:33Z

Dmerrick:

Air searches are not a new concept - and they certainly are not exclusive to unmanned aircraft. Organizations such as the [[Example Manned Aircraft Search Patterns|Civil Air Patrol and the US Coast Guard have spent decades developing and refining techniques for conducting air searches]]. These methods have been used successfully all over the world, but are intended for manned aircraft operating over large areas and at altitudes above the typical small UAS flight. CDRP has developed modified search patterns and profiles that are based on proven techniques, but are adapted for the small UAS to utilize.

These UAS Search Patterns are appropriate for searches for persons or material/objects (providing it is large enough to be detected). They should be utilized as part of a [[search strategy]] - all searches are more effective when all available resources are working together in a coordinated way.

==Search Methods and/or Patterns==
These search methods utilizing sUAS are guidelines - not hard and fast templates. The search manager and sUAS RPIC should collaborate on the effective usage of sUAS in the overall search effort, keeping in mind the strengths and weaknesses of the sUAS platforms and crews.

===Hasty Search===
The Hasty Search is a amalgam of a variety of search tactics that are targeted at specific likely locations of the subject. The Hasty Search sounds unorganized, but the term comes from the fact that it is typically conducted first, with resources that are available immediately.

In the application of sUAS in search, the Hasty Search tactic may include variety of searches that typically have a few common factors:
*The sortie is a [[Glossary#live_search|live search]].
*The sortie is flown manually - no automated flight plans or search patterns.
*The sortie is targeted by a search manager or team leader. "Go check that waterline, then all the stands of trees in the Division area." or "Check the bottom of the cliffs in Division B."

Hasty Searches (on the ground or in the air) are often effective, and should be directed at areas where there is a high chance of immediate success; the so-called low hanging fruit. In many scenarios, sUAS can search areas faster and safer than ground based searches, such as elevated structures, swift-water areas, ravines, and other areas that would require high-angle technical rescue. In cases where a child or at-risk adult has wandered or eloped, a Hasty Search should be conducted in the immediate vicinity of the subject's home, residence or care facility.

'''Effective Use Scenarios:''' Unstructured initial searches of areas the subject is ''likely'' to be. Locations or areas where the sUAS can reach ''faster'' or ''safer'' than ground based search resources.

'''Planning the Hasty Search:''' Altitude AGL varies - often flown very low, very close to obstacles and structures. sUAS crew should be mindful of regulations and risk to persons on the ground.

While the Hasty Search does not typically involve automated pre-planned flight, the sortie or sorties should be carefully planned with the search manager or search team leader. Experience, practice and intuition are important to selecting appropriate search targets and areas for immediate resources to cover. By operating under the direction of the search manager, the sUAS resource avoids duplication of effort and minimizes the risk of missing areas.

The aircraft should be operated at appropriate altitudes and distances to structures, terrain features and obstacles. Sensors appropriate for the target, conditions, and other factors should be employed.

'''Products of the Hasty Search:''' The main product of the Hasty is the initial, rapid, live search. In the event that a target is identified, the product delivered to the search manager should be the location or coordinates of the target as well as possible a photo or other supporting information. Coordinates should be in a format pre-identified with the search manager, search team leader, or planning section. Video recording, with positional information if available, should be made of the sortie, and should be examined when time permits.

'''Integration of the Hasty Search:''' The ad-hoc nature of the sUAS Hasty Search makes it relatively easy to integrate into other search resources' workflows. An embedded sUAS team can perform hasty search sorties as part of a ground search effort, supporting other search resources. For examples, a ground team working an area with elevated structures or ravines could utilize an embedded sUAS to conduct hasty searches of terrain or features that would otherwise be difficult or unsafe to reach.

===Parallel Track Search===
[[File:uas_grid_plan_sample1.png|thumb|Sample parallel track search flight path (green lines)]]The Parallel Track Search is the basic grid search - the sUAS is flown in a series of parallel 'tracks' or 'legs' covering an entire designated search area. sUAS Operators often refer to the Parallel Track Search as 'mowing the lawn' due to the resemblance of the search pattern to the path taken to mow the grass.

The Parallel Track Search can be used to cover a large or small area, but it typically best on relatively flat terrain focused on the subject's last known point (LKP) or other datum. The search pattern requires post flight analysis of the captured imagery to increase effectiveness and generate the highest possible probability of detection (POD.

This pattern is often employed by sUAS operators because it is the default pattern used by [[Glossary|commercial mapping software]]. These software programs will automatically generate a flight path appropriate for capturing [[Glossary|nadir images]] used to construct [[Glossary|ortho-mosaic photos]] or other [[Glossary|photogrammetry]] products.

'''Effective Use Scenarios:''' The Parallel Track Search is a deliberate, programmed flight pattern. It is best employed on flat or level terrain where tree cover is broken enough to allow sensors to see the ground. No sUAS sensors (with the possible exception of LIDAR) permit view through tree canopy and other overhead obstructions.

'''Planning the Parallel Track Search:''' Flight altitude is determined by a variety of factors, including: [[Glossary|sensor sweep width]], desired [[Glossary|Probability of Detection (POD)]], desired sweep [[Glossary|overlap]] or [[Glossary|sidelap]], and terrain and other obstacles.

Sensor sweep width is a variable of camera or sensor [[Glossary#angle_of_view|angle of view (AOV)]] and altitude. The higher the UA operates, the wider sweep width; the lower the altitude, the narrower the sweep. At the same time, the higher the UA (and therefore the wider sweep width) the resolution or [[Glossary|Ground Sample Distance]] is reduced. To gain more detail, the UA must be flown lower, while reducing sweep width of a single track, and resulting in higher flight times. This simple trade-off is the heart of the search problem using sUAS.

[[Glossary#Sensor_angle|Sensor angle]] will should be set based on a variety of factors. For processing ortho-mosaics, a nadir or near-nadir sensor orientation should be used. However, in situations where there is significant tree canopy, [[Glossary#oblique_images|oblique images]] may be more effective at an angle up to 45 degrees from vertical. The angled sensor orientation mitigates some canopy or overhead coverage; oblique images can see 'under' some obstruction. To maximize coverage using oblique images, planners should narrow the track spacing, resulting in higher overlap and reduced coverage. However, the tighter track spacing allows a specific point on the ground to be seen from at least two oblique angles. Planners should also remember that calculated GSD is only valid for nadir imagery. When oblique imagery is utilized, the GSD becomes higher closer to the horizon.

The Parallel Track Search is typically planned using automated software, typically [[Glossary#commercial_mapping_software|commercial mapping software]]; the parallel leg pattern is identical to the typical flight plan for mapping and photogrammetry. While mapping and photogrammetry may require a [[Glossary#sidelap|sidelap]] of 65% or greater, the sidelap in the Parallel Track Search could be considerably less (as low as 15%). Planners should understand that a flight with overlap less than 60% may be fine for search purposes but will not be sufficient for building [[Glossary#ortho-mosaic_photos|ortho-mosaic]] or mapping products.

As overlap decreases, the amount of area than can be covered in a single [[Glossary#sortie|sortie]] will increase. Planners should understand that the flight altitude will also affect sweep width and therefore coverage on a single sortie, but as altitude increases, the [[Glossary#ground_sample_distance|ground sample distance]] or [[Glossary#resolution|resolution]] will decrease. In other words, the flight should be planned at the highest altitude at which an appropriate GSD can be achieved. This will maximize coverage while still providing appropriate sensor performance.

'''Products of the Parallel Track Search:''' The primary product of a Parallel Track Search is a list of potential targets or targets of interest. This list can be generated in one of two ways: [[Glossary#live_search|live search]] or [[Glossary#post-flight_search|post-flight search]]. Live search is less likely to result in a successful find, primarily due to environmental conditions including glare, poor screens, time pressure, and distraction. As a result of this, Parallel Track Search data should be reviewed using post flight analysis or 'the squint'.

In addition to a target list, the search data can be processed into an ortho-mosaic or other GIS product(s) if there was sufficient coverage and overlap of nadir images.

'''Integration of the Parallel Track Search:''' This search type can be utilized in conjunction with ground resources operating in the same [[Glossary#Division_area|division area]], or it can be performed before a ground team begins working that area. This [[Glossary#Leapfrog_strategy|leapfrog strategy]] allows the sUAS team to perform an initial search as well as produce near real-time maps and other information that can be provided to ground resources.

===Overlapping Grid Search===

===Track Line Search===

===Creeping Line Search===

===Expanding Square Search===

===Barrier Search===

UAS Search Patterns

2018-08-22T22:12:16Z

Dmerrick:

Air searches are not a new concept - and they certainly are not exclusive to unmanned aircraft. Organizations such as the [[Example Manned Aircraft Search Patterns|Civil Air Patrol and the US Coast Guard have spent decades developing and refining techniques for conducting air searches]]. These methods have been used successfully all over the world, but are intended for manned aircraft operating over large areas and at altitudes above the typical small UAS flight. CDRP has developed modified search patterns and profiles that are based on proven techniques, but are adapted for the small UAS to utilize.

These UAS Search Patterns are appropriate for searches for persons or material/objects (providing it is large enough to be detected). They should be utilized as part of a [[search strategy]] - all searches are more effective when all available resources are working together in a coordinated way.

==Search Methods and/or Patterns==
These search methods utilizing sUAS are guidelines - not hard and fast templates. The search manager and sUAS RPIC should collaborate on the effective usage of sUAS in the overall search effort, keeping in mind the strengths and weaknesses of the sUAS platforms and crews.

===Hasty Search===
The Hasty Search is a amalgam of a variety of search tactics that are targeted at specific likely locations of the subject. The Hasty Search sounds unorganized, but the term comes from the fact that it is typically conducted first, with resources that are available immediately.

In the application of sUAS in search, the Hasty Search tactic may include variety of searches that typically have a few common factors:
*The sortie is a [[Glossary#live_search|live search]].
*The sortie is flown manually - no automated flight plans or search patterns.
*The sortie is targeted by a search manager or team leader. "Go check that waterline, then all the stands of trees in the Division area." or "Check the bottom of the cliffs in Division B."

Hasty Searches (on the ground or in the air) are often effective, and should be directed at areas where there is a high chance of immediate success; the so-called low hanging fruit. In many scenarios, sUAS can search areas faster and safer than ground based searches, such as elevated structures, swift-water areas, ravines, and other areas that would require high-angle technical rescue. In cases where a child or at-risk adult has wandered or eloped, a Hasty Search should be conducted in the immediate vicinity of the subject's home, residence or care facility.

'''Effective Use Scenarios:''' Unstructured initial searches of areas the subject is ''likely'' to be. Locations or areas where the sUAS can reach ''faster'' or ''safer'' than ground based search resources.

'''Planning the Hasty Search:''' Altitude AGL varies - often flown very low, very close to obstacles and structures. sUAS crew should be mindful of regulations and risk to persons on the ground.

While the Hasty Search does not typically involve automated pre-planned flight, the sortie or sorties should be carefully planned with the search manager or search team leader. Experience, practice and intuition are important to selecting appropriate search targets and areas for immediate resources to cover. By operating under the direction of the search manager, the sUAS resource avoids duplication of effort and minimizes the risk of missing areas.

The aircraft should be operated at appropriate altitudes and distances to structures, terrain features and obstacles. Sensors appropriate for the target, conditions, and other factors should be employed.

'''Products of the Hasty Search:''' The main product of the Hasty is the initial, rapid, live search. In the event that a target is identified, the product delivered to the search manager should be the location or coordinates of the target as well as possible a photo or other supporting information. Coordinates should be in a format pre-identified with the search manager, search team leader, or planning section. Video recording, with positional information if available, should be made of the sortie, and should be examined when time permits.

'''Integration of the Hasty Search:''' The ad-hoc nature of the sUAS Hasty Search makes it relatively easy to integrate into other search resources' workflows. An embedded sUAS team can perform hasty search sorties as part of a ground search effort, supporting other search resources. For examples, a ground team working an area with elevated structures or ravines could utilize an embedded sUAS to conduct hasty searches of terrain or features that would otherwise be difficult or unsafe to reach.

===Parallel Track Search===
[[File:uas_grid_plan_sample1.png|thumb|Sample parallel track search flight path (green lines)]]The Parallel Track Search is the basic grid search - the sUAS is flown in a series of parallel 'tracks' or 'legs' covering an entire designated search area. sUAS Operators often refer to the Parallel Track Search as 'mowing the lawn' due to the resemblance of the search pattern to the path taken to mow the grass.

The Parallel Track Search can be used to cover a large or small area, but it typically best on relatively flat terrain focused on the subject's last known point (LKP) or other datum. The search pattern requires post flight analysis of the captured imagery to increase effectiveness and generate the highest possible probability of detection (POD.

This pattern is often employed by sUAS operators because it is the default pattern used by [[Glossary|commercial mapping software]]. These software programs will automatically generate a flight path appropriate for capturing [[Glossary|nadir images]] used to construct [[Glossary|ortho-mosaic photos]] or other [[Glossary|photogrammetry]] products.

'''Effective Use Scenarios:''' The Parallel Track Search is a deliberate, programmed flight pattern. It is best employed on flat or level terrain where tree cover is broken enough to allow sensors to see the ground. No sUAS sensors (with the possible exception of LIDAR) permit view through tree canopy and other overhead obstructions.

'''Planning the Parallel Track Search:''' Flight altitude is determined by a variety of factors, including: [[Glossary|sensor sweep width]], desired [[Glossary|Probability of Detection (POD)]], desired sweep [[Glossary|overlap]] or [[Glossary|sidelap]], and terrain and other obstacles.

Sensor sweep width is a variable of camera or sensor [[Glossary#angle_of_view|angle of view (AOV)]] and altitude. The higher the UA operates, the wider sweep width; the lower the altitude, the narrower the sweep. At the same time, the higher the UA (and therefore the wider sweep width) the resolution or [[Glossary|Ground Sample Distance]] is reduced. To gain more detail, the UA must be flown lower, while reducing sweep width of a single track, and resulting in higher flight times. This simple trade-off is the heart of the search problem using sUAS.

[[Glossary#Sensor_angle|Sensor angle]] will should be set based on a variety of factors. For processing ortho-mosaics, a nadir or near-nadir sensor orientation should be used. However, in situations where there is significant tree canopy, [[Glossary#oblique_images|oblique images]] may be more effective at an angle up to 45 degrees from vertical. The angled sensor orientation mitigates some canopy or overhead coverage; oblique images can see 'under' some obstruction. To maximize coverage using oblique images, planners should narrow the track spacing, resulting in higher overlap and reduced coverage. However, the tighter track spacing allows a specific point on the ground to be seen from at least two oblique angles. Planners should also remember that calculated GSD is only valid for nadir imagery. When oblique imagery is utilized, the GSD becomes higher closer to the horizon.

The Parallel Track Search is typically planned using automated software, typically [[Glossary#commercial_mapping_software|commercial mapping software]]; the parallel leg pattern is identical to the typical flight plan for mapping and photogrammetry. While mapping and photogrammetry may require a [[Glossary#sidelap|sidelap]] of 65% or greater, the sidelap in the Parallel Track Search could be considerably less (as low as 15%). Planners should understand that a flight with overlap less than 60% may be fine for search purposes but will not be sufficient for building [[Glossary#ortho-mosaic_photos|ortho-mosaic]] or mapping products.

As overlap decreases, the amount of area than can be covered in a single [[Glossary#sortie|sortie]] will increase. Planners should understand that the flight altitude will also affect sweep width and therefore coverage on a single sortie, but as altitude increases, the [[Glossary#ground_sample_distance|ground sample distance]] or [[Glossary#resolution|resolution]] will decrease. In other words, the flight should be planned at the highest altitude at which an appropriate GSD can be achieved. This will maximize coverage while still providing appropriate sensor performance.

'''Products of the Parallel Track Search:''' The primary product of a Parallel Track Search is a list of potential targets or targets of interest. This list can be generated in one of two ways: [[Glossary#live_search|live search]] or [[Glossary#post-flight_search|post-flight search]]. Live search is less likely to result in a successful find, primarily due to environmental conditions including glare, poor screens, time pressure, and distraction. As a result of this, Parallel Track Search data should be reviewed using post flight analysis or 'the squint'.

In addition to a target list, the search data can be processed into an ortho-mosaic or other GIS product(s) if there was sufficient coverage and overlap of nadir images.

'''Integration of the Parallel Track Search:''' This search type can be utilized in conjunction with ground resources operating in the same [[Glossary#Division_area|division area]], or it can be performed before a ground team begins working that area. This [[Glossary#Leapfrog_strategy|leapfrog strategy]] allows the sUAS team to perform an initial search as well as produce near real-time maps and other information that can be provided to ground resources.

==Overlapping Grid Search==

==Track Line Search==

==Creeping Line Search==

==Expanding Square Search==

==Barrier Search==

UAS Search Patterns

2018-08-22T22:06:02Z

Dmerrick:

Air searches are not a new concept - and they certainly are not exclusive to unmanned aircraft. Organizations such as the [[Example Manned Aircraft Search Patterns|Civil Air Patrol and the US Coast Guard have spent decades developing and refining techniques for conducting air searches]]. These methods have been used successfully all over the world, but are intended for manned aircraft operating over large areas and at altitudes above the typical small UAS flight. CDRP has developed modified search patterns and profiles that are based on proven techniques, but are adapted for the small UAS to utilize.

These UAS Search Patterns are appropriate for searches for persons or material/objects (providing it is large enough to be detected). They should be utilized as part of a [[search strategy]] - all searches are more effective when all available resources are working together in a coordinated way.

==Search Methods and/or Patterns==
These search methods utilizing sUAS are guidelines - not hard and fast templates. The search manager and sUAS RPIC should collaborate on the effective usage of sUAS in the overall search effort, keeping in mind the strengths and weaknesses of the sUAS platforms and crews.

===Hasty Search===
The Hasty Search is a amalgam of a variety of search tactics that are targeted at specific likely locations of the subject. The Hasty Search sounds unorganized, but the term comes from the fact that it is typically conducted first, with resources that are available immediately.

In the application of sUAS in search, the Hasty Search tactic may include variety of searches that typically have a few common factors:
*The sortie is a [[Glossary#live_search|live search]].
*The sortie is flown manually - no automated flight plans or search patterns.
*The sortie is targeted by a search manager or team leader. "Go check that waterline, then all the stands of trees in the Division area." or "Check the bottom of the cliffs in Division B."

Hasty Searches (on the ground or in the air) are often effective, and should be directed at areas where there is a high chance of immediate success; the so-called low hanging fruit. In many scenarios, sUAS can search areas faster and safer than ground based searches, such as elevated structures, swift-water areas, ravines, and other areas that would require high-angle technical rescue. In cases where a child or at-risk adult has wandered or eloped, a Hasty Search should be conducted in the immediate vicinity of the subject's home, residence or care facility.

'''Effective Use Scenarios:''' Unstructured initial searches of areas the subject is ''likely'' to be. Locations or areas where the sUAS can reach ''faster'' or ''safer'' than ground based search resources.

'''Planning the Hasty Search:''' Altitude AGL varies - often flown very low, very close to obstacles and structures. sUAS crew should be mindful of regulations and risk to persons on the ground.

While the Hasty Search does not typically involve automated pre-planned flight, the sortie or sorties should be carefully planned with the search manager or search team leader. Experience, practice and intuition are important to selecting appropriate search targets and areas for immediate resources to cover. By operating under the direction of the search manager, the sUAS resource avoids duplication of effort and minimizes the risk of missing areas.

The aircraft should be operated at appropriate altitudes and distances to structures, terrain features and obstacles. Sensors appropriate for the target, conditions, and other factors should be employed.

'''Products of the Hasty Search:''' The main product of the Hasty is the initial, rapid, live search. In the event that a target is identified, the product delivered to the search manager should be the location or coordinates of the target as well as possible a photo or other supporting information. Coordinates should be in a format pre-identified with the search manager, search team leader, or planning section. Video recording, with positional information if available, should be made of the sortie, and should be examined when time permits.

'''Integration of the Hasty Search:''' The ad-hoc nature of the sUAS Hasty Search makes it relatively easy to integrate into other search resources' workflows. An embedded sUAS team can perform hasty search sorties as part of a ground search effort, supporting other search resources. For examples, a ground team working an area with elevated structures or ravines could utilize an embedded sUAS to conduct hasty searches of terrain or features that would otherwise be difficult or unsafe to reach.

===Parallel Track Search===
[[File:uas_grid_plan_sample1.png|thumb|Sample parallel track search flight path (green lines)]]The Parallel Track Search is the basic grid search - the sUAS is flown in a series of parallel 'tracks' or 'legs' covering an entire designated search area. sUAS Operators often refer to the Parallel Track Search as 'mowing the lawn' due to the resemblance of the search pattern to the path taken to mow the grass.

The Parallel Track Search can be used to cover a large or small area, but it typically best on relatively flat terrain focused on the subject's last known point (LKP) or other datum. The search pattern requires post flight analysis of the captured imagery to increase effectiveness and generate the highest possible probability of detection (POD.

This pattern is often employed by sUAS operators because it is the default pattern used by [[Glossary|commercial mapping software]]. These software programs will automatically generate a flight path appropriate for capturing [[Glossary|nadir images]] used to construct [[Glossary|ortho-mosaic photos]] or other [[Glossary|photogrammetry]] products.

'''Effective Use Scenarios:''' The Parallel Track Search is a deliberate, programmed flight pattern. It is best employed on flat or level terrain where tree cover is broken enough to allow sensors to see the ground. No sUAS sensors (with the possible exception of LIDAR) permit view through tree canopy and other overhead obstructions.

'''Planning the Parallel Track Search:''' Flight altitude is determined by a variety of factors, including: [[Glossary|sensor sweep width]], desired [[Glossary|Probability of Detection (POD)]], desired sweep [[Glossary|overlap]] or [[Glossary|sidelap]], and terrain and other obstacles.

Sensor sweep width is a variable of camera or sensor [[Glossary#angle_of_view|angle of view (AOV)]] and altitude. The higher the UA operates, the wider sweep width; the lower the altitude, the narrower the sweep. At the same time, the higher the UA (and therefore the wider sweep width) the resolution or [[Glossary|Ground Sample Distance]] is reduced. To gain more detail, the UA must be flown lower, while reducing sweep width of a single track, and resulting in higher flight times. This simple trade-off is the heart of the search problem using sUAS.

[[Glossary#Sensor_angle|Sensor angle]] will should be set based on a variety of factors. For processing ortho-mosaics, a nadir or near-nadir sensor orientation should be used. However, in situations where there is significant tree canopy, [[Glossary#oblique_images|oblique images]] may be more effective at an angle up to 45 degrees from vertical. The angled sensor orientation mitigates some canopy or overhead coverage; oblique images can see 'under' some obstruction. To maximize coverage using oblique images, planners should narrow the track spacing, resulting in higher overlap and reduced coverage. However, the tighter track spacing allows a specific point on the ground to be seen from at least two oblique angles. Planners should also remember that calculated GSD is only valid for nadir imagery. When oblique imagery is utilized, the GSD becomes higher closer to the horizon.

The Parallel Track Search is typically planned using automated software, typically [[Glossary#commercial_mapping_software|commercial mapping software]]; the parallel leg pattern is identical to the typical flight plan for mapping and photogrammetry. While mapping and photogrammetry may require a [[Glossary#sidelap|sidelap]] of 65% or greater, the sidelap in the Parallel Track Search could be considerably less (as low as 15%). Planners should understand that a flight with overlap less than 60% may be fine for search purposes but will not be sufficient for building [[Glossary#ortho-mosaic_photos|ortho-mosaic]] or mapping products.

As overlap decreases, the amount of area than can be covered in a single [[Glossary#sortie|sortie]] will increase. Planners should understand that the flight altitude will also affect sweep width and therefore coverage on a single sortie, but as altitude increases, the [[Glossary#ground_sample_distance|ground sample distance]] or [[Glossary#resolution|resolution]] will decrease. In other words, the flight should be planned at the highest altitude at which an appropriate GSD can be achieved. This will maximize coverage while still providing appropriate sensor performance.

'''Products of the Parallel Track Search:''' The primary product of a Parallel Track Search is a list of potential targets or targets of interest. This list can be generated in one of two ways: [[Glossary#live_search|live search]] or [[Glossary#post-flight_search|post-flight search]]. Live search is less likely to result in a successful find, primarily due to environmental conditions including glare, poor screens, time pressure, and distraction. As a result of this, Parallel Track Search data should be reviewed using post flight analysis or 'the squint'.

In addition to a target list, the search data can be processed into an ortho-mosaic or other GIS product(s) if there was sufficient coverage and overlap of nadir images.

'''Integration of the Parallel Track Search:'''

==Overlapping Grid Search==

==Track Line Search==

==Creeping Line Search==

==Expanding Square Search==

==Barrier Search==

Glossary

2018-08-22T22:05:25Z

Dmerrick:

UAS Search Patterns

2018-08-22T22:00:18Z

Dmerrick:

Air searches are not a new concept - and they certainly are not exclusive to unmanned aircraft. Organizations such as the [[Example Manned Aircraft Search Patterns|Civil Air Patrol and the US Coast Guard have spent decades developing and refining techniques for conducting air searches]]. These methods have been used successfully all over the world, but are intended for manned aircraft operating over large areas and at altitudes above the typical small UAS flight. CDRP has developed modified search patterns and profiles that are based on proven techniques, but are adapted for the small UAS to utilize.

These UAS Search Patterns are appropriate for searches for persons or material/objects (providing it is large enough to be detected). They should be utilized as part of a [[search strategy]] - all searches are more effective when all available resources are working together in a coordinated way.

==Search Methods and/or Patterns==
These search methods utilizing sUAS are guidelines - not hard and fast templates. The search manager and sUAS RPIC should collaborate on the effective usage of sUAS in the overall search effort, keeping in mind the strengths and weaknesses of the sUAS platforms and crews.

===Hasty Search===
The Hasty Search is a amalgam of a variety of search tactics that are targeted at specific likely locations of the subject. The Hasty Search sounds unorganized, but the term comes from the fact that it is typically conducted first, with resources that are available immediately.

In the application of sUAS in search, the Hasty Search tactic may include variety of searches that typically have a few common factors:
*The sortie is a [[Glossary#live_search|live search]].
*The sortie is flown manually - no automated flight plans or search patterns.
*The sortie is targeted by a search manager or team leader. "Go check that waterline, then all the stands of trees in the Division area." or "Check the bottom of the cliffs in Division B."

Hasty Searches (on the ground or in the air) are often effective, and should be directed at areas where there is a high chance of immediate success; the so-called low hanging fruit. In many scenarios, sUAS can search areas faster and safer than ground based searches, such as elevated structures, swift-water areas, ravines, and other areas that would require high-angle technical rescue. In cases where a child or at-risk adult has wandered or eloped, a Hasty Search should be conducted in the immediate vicinity of the subject's home, residence or care facility.

'''Effective Use Scenarios:''' Unstructured initial searches of areas the subject is ''likely'' to be. Locations or areas where the sUAS can reach ''faster'' or ''safer'' than ground based search resources.

'''Planning the Hasty Search:''' Altitude AGL varies - often flown very low, very close to obstacles and structures. sUAS crew should be mindful of regulations and risk to persons on the ground.

While the Hasty Search does not typically involve automated pre-planned flight, the sortie or sorties should be carefully planned with the search manager or search team leader. Experience, practice and intuition are important to selecting appropriate search targets and areas for immediate resources to cover. By operating under the direction of the search manager, the sUAS resource avoids duplication of effort and minimizes the risk of missing areas.

The aircraft should be operated at appropriate altitudes and distances to structures, terrain features and obstacles. Sensors appropriate for the target, conditions, and other factors should be employed.

'''Products of the Hasty Search:''' The main product of the Hasty is the initial, rapid, live search. In the event that a target is identified, the product delivered to the search manager should be the location or coordinates of the target as well as possible a photo or other supporting information. Coordinates should be in a format pre-identified with the search manager, search team leader, or planning section. Video recording, with positional information if available, should be made of the sortie, and should be examined when time permits.

'''Integration of the Hasty Search:''' The ad-hoc nature of the sUAS Hasty Search makes it relatively easy to integrate into other search resources' workflows. An embedded sUAS team can perform hasty search sorties as part of a ground search effort, supporting other search resources. For examples, a ground team working an area with elevated structures or ravines could utilize an embedded sUAS to conduct hasty searches of terrain or features that would otherwise be difficult or unsafe to reach.

===Parallel Track Search===
[[File:uas_grid_plan_sample1.png|thumb|Sample parallel track search flight path (green lines)]]The Parallel Track Search is the basic grid search - the sUAS is flown in a series of parallel 'tracks' or 'legs' covering an entire designated search area. sUAS Operators often refer to the Parallel Track Search as 'mowing the lawn' due to the resemblance of the search pattern to the path taken to mow the grass.

The Parallel Track Search can be used to cover a large or small area, but it typically best on relatively flat terrain focused on the subject's last known point (LKP) or other datum. The search pattern requires post flight analysis of the captured imagery to increase effectiveness and generate the highest possible probability of detection (POD.

This pattern is often employed by sUAS operators because it is the default pattern used by [[Glossary|commercial mapping software]]. These software programs will automatically generate a flight path appropriate for capturing [[Glossary|nadir images]] used to construct [[Glossary|ortho-mosaic photos]] or other [[Glossary|photogrammetry]] products.

'''Effective Use Scenarios:''' The Parallel Track Search is a deliberate, programmed flight pattern. It is best employed on flat or level terrain where tree cover is broken enough to allow sensors to see the ground. No sUAS sensors (with the possible exception of LIDAR) permit view through tree canopy and other overhead obstructions.

'''Planning the Parallel Track Search:''' Flight altitude is determined by a variety of factors, including: [[Glossary|sensor sweep width]], desired [[Glossary|Probability of Detection (POD)]], desired sweep [[Glossary|overlap]] or [[Glossary|sidelap]], and terrain and other obstacles.

Sensor sweep width is a variable of camera or sensor [[Glossary#angle_of_view|angle of view (AOV)]] and altitude. The higher the UA operates, the wider sweep width; the lower the altitude, the narrower the sweep. At the same time, the higher the UA (and therefore the wider sweep width) the resolution or [[Glossary|Ground Sample Distance]] is reduced. To gain more detail, the UA must be flown lower, while reducing sweep width of a single track, and resulting in higher flight times. This simple trade-off is the heart of the search problem using sUAS.

[[Glossary#Sensor_angle|Sensor angle]] will should be set based on a variety of factors. For processing ortho-mosaics, a nadir or near-nadir sensor orientation should be used. However, in situations where there is significant tree canopy, [[Glossary#oblique_images|oblique images]] may be more effective at an angle up to 45 degrees from vertical. The angled sensor orientation mitigates some canopy or overhead coverage; oblique images can see 'under' some obstruction. To maximize coverage using oblique images, planners should narrow the track spacing, resulting in higher overlap and reduced coverage. However, the tighter track spacing allows a specific point on the ground to be seen from at least two oblique angles. Planners should also remember that calculated GSD is only valid for nadir imagery. When oblique imagery is utilized, the GSD becomes higher closer to the horizon.

The Parallel Track Search is typically planned using automated software, typically [[Glossary#commercial_mapping_software|commercial mapping software]]; the parallel leg pattern is identical to the typical flight plan for mapping and photogrammetry. While mapping and photogrammetry may require a [[Glossary#sidelap|sidelap]] of 65% or greater, the sidelap in the Parallel Track Search could be considerably less (as low as 15%). Planners should understand that a flight with overlap less than 60% may be fine for search purposes but will not be sufficient for building [[Glossary#ortho-mosaic_photos|ortho-mosaic]] or mapping products.

As overlap decreases, the amount of area than can be covered in a single [[Glossary#sortie|sortie]] will increase. Planners should understand that the flight altitude will also affect sweep width and therefore coverage on a single sortie, but as altitude increases, the [[Glossary#ground_sample_distance|ground sample distance]] or [[Glossary#resolution|resolution]] will decrease. In other words, the flight should be planned at the highest altitude at which an appropriate GSD can be achieved. This will maximize coverage while still providing appropriate sensor performance.

'''Products of the Parallel Track Search:''' The primary product of a Parallel Track Search is a list of potential targets or targets of interest. This list can be generated in one of two ways: [[Glossary#live_search|live search]] or [[Glossary#post_flight_analysis|post flight analysis]]. Live search is less likely to result in a successful find, primarily due to environmental conditions including glare, poor screens, time pressure, and distraction. As a result of this, Parallel Track Search data should be reviewed using post flight analysis or 'the squint'.

In addition to a target list, the search data can be processed into an ortho-mosaic or other GIS product(s) if there was sufficient coverage and overlap of nadir images.

'''Integration of the Parallel Track Search:'''

==Overlapping Grid Search==

==Track Line Search==

==Creeping Line Search==

==Expanding Square Search==

==Barrier Search==

UAS Search Patterns

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UAS Search Patterns

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File:Uas grid plan sample1.png

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Dmerrick: Sample of a Parallel Track Search with 65% overlap.

Sample of a Parallel Track Search with 65% overlap.

UAS Search Patterns

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UAS Search Patterns

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Glossary

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===Sensor Sweep Width===
===Track Spacing (S)===
Distance between parallel legs in a search pattern. Typically 1NM in manned search.
===Last Known Position (LKP)===
Last known location of the subject.
===Probability of Detection (POD)===
The probability of the subject being detected by a search resource. The POD is affected by a variety of factors, including search strategy and tactics.
===Datum===
Extrapolated position of subject based on LKP and environmental factors and subject behavior. The datum often serves as the primary starting point for a search.
===Live Search===
Operators utilize the video downlink to actively search while the sUAS is airborne and in a search pattern.
===Post-Flight Search===
Analysts examine imagery or video taken by the sUAS after the aircraft lands. This is also referred to as the 'squint'.
===Nadir images===

===Commercial mapping software===

===Ortho-mosaic photos===

===Photogrammetry===
===Overlap===
===Sidelap===

UAS Search Patterns

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Dmerrick:

UAS Search Patterns

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Glossary

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Dmerrick:

===Sensor Sweep Width===
undefined
===Track Spacing (S)===
Distance between parallel legs in a search pattern. Typically 1NM in manned search.
===Last Known Position (LKP)===
Last known location of the subject.
===Probability of Detection (POD)===
The probability of the subject being detected by a search resource. The POD is affected by a variety of factors, including search strategy and tactics.
===Datum===
Extrapolated position of subject based on LKP and environmental factors and subject behavior. The datum often serves as the primary starting point for a search.
===Live Search===
Operators utilize the video downlink to actively search while the sUAS is airborne and in a search pattern.
===Post-Flight Search===
Analysts examine imagery or video taken by the sUAS after the aircraft lands. This is also referred to as the 'squint'.
===Nadir images===
undefined

===Commercial mapping software===

===Ortho-mosaic photos===

===Photogrammetry===
===Overlap===
===Sidelap===

UAS Search Patterns

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Dmerrick: /* Parallel Track Search */

UAS Search Patterns

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Dmerrick: /* Parallel Track Search */

Glossary

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Dmerrick:

Glossary

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Dmerrick:

===Sensor Sweep Width===
undefined

===Track Spacing (S)===
Distance between parallel legs in a search pattern. Typically 1NM in manned search.
===Last Known Position (LKP)===
Last known location of the subject.
===Probability of Detection (POD)===
The probability of the subject being detected by a search resource. The POD is affected by a variety of factors, including search strategy and tactics.
===Datum===
Extrapolated position of subject based on LKP and environmental factors and subject behavior. The datum often serves as the primary starting point for a search.
==Live Search==
Operators utilize the video downlink to actively search while the sUAS is airborne and in a search pattern.
===Post-Flight Search===
Analysts examine imagery or video taken by the sUAS after the aircraft lands. This is also referred to as the 'squint'.

===Nadir images===
undefined

Glossary

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Dmerrick:

===Sensor Sweep Width===
undefined

===Track Spacing (S)===
Distance between parallel legs in a search pattern. Typically 1NM in manned search.
===Last Known Position (LKP)===
Last known location of the subject.
===Probability of Detection (POD)===
The probability of the subject being detected by a search resource. The POD is affected by a variety of factors, including search strategy and tactics.
===Datum===
Extrapolated position of subject based on LKP and environmental factors and subject behavior. The datum often serves as the primary starting point for a search.
===Live Search===
Operators utilize the video downlink to actively search while the sUAS is airborne and in a search pattern.
===Post-Flight Search===
Analysts examine imagery or video taken by the sUAS after the aircraft lands. This is also referred to as the 'squint'.

===Nadir images===
undefined

UAS Search Patterns

2018-08-22T19:38:11Z

Dmerrick: /* Parallel Track Search */