UAS in EM Standard Operating Guide

Introductory text, etc.

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.

CDRP is the applied and field research arm of the Emergency Management and Homeland Security Program at FSU, and CDRP faculty and staff have decades of operational emergency management, communications, and information technology experience.

UAS are gaining national attention as a new and exciting technology. Hobbyists and private citizens are acquiring UAS and using them to capture imagery and other data from a vantage point that was previously reserved for those with access to manned aircraft. Governments at all levels are expressing interest in how UAS can be applied to emergency management processes, including mitigation, preparedness, response and recovery.

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.

Published Location

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

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 UAS research project director is the Director of the Center for Disaster Risk Policy at Florida State University.

Authority to Task

Only the Directors of the Center for Disaster Risk Policy and the Emergency Management and Homeland Security Program 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

This Standard Operating Guide is maintained and updated by the Center for Disaster Risk Policy and approved 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@cdrp.net

Unmanned Aircraft Systems Limitations and Requirements

Limitations and Requirements Overview

All UAS operated by the Center for Disaster Risk Policy 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 including fuel sources (battery) and mission payload.

Performance and Altitude

The UAS will not exceed 50 knots of airspeed.

The UAS will not exceed 400' AGL unless specifically authorized by the FAA.

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). 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, an Aircraft Operator (AO) is recommended for safe operation.

Failsafe Mode

All UAS operated by CDRP must be equipped with a failsafe mode in case of primary control link failure. This mode must return the aircraft to the launch area. 3.7 - 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.

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 or pilot-in-command at all times. 3.8.1 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 - 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 25% battery reserve. Battery voltage and capacity should be measured using voltage of the battery per the aircraft POH.

Aircraft Markings

CDRP will register all UAS with the FAA and mark each UAS with the corresponding registration number (N-number).

If required by the FAA, all UAS will be marked as 'Experimental'. This marking will be visible and permanent.

Aircraft Documentation

Each UAS operated by CDRP for research or operational purposes 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 section and this SOG and will be available for inspection during all UAS operations.

Crewmembers

Crewmembers Defined

CDRP 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 Visual Observer. 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.

The Pilot-in-Command must possess a current FAA Private Pilot Certificate or better.

Pilot-in-Command Knowledge Standards

• Pass FAA Private Pilot Written Exam
• Possess Class 2 FAA Medical Certificate
• Pass CDRP UAS Operator Knowledge Exam. This exam verifies knowledge of:
  • FAA regulations and guidance on UAS operations in the National Airspace System
  • Weather as it applies to UAS operations, including operational minimums
  • Parts and function of UAS airframe and systems
  • UAS terminology
  • UAS crew resource management
  • CDRP UAS mission management workflow
  • Payload capabilities
  • Mission planning
  • Autopilot and GCS use
  • Launch and recovery field assessment
  • UAS power management

Pilot-in-Command Practical Standards

• If required, possess a FAA Private Pilot Certificate (or better).
• Pass manufacturer specified training program for the UAS
• Demonstrate the following:
  • Preflight inspection of the UAS and systems
  • Assess launch and recovery areas and methods
  • Takeoff (manual control)
  • Manual and stabilized level flight, maintaining altitude.
  • Left and right coordinated turns
  • Landing approach and go around
  • Hover (if equipped)
  • Land (manual control)
  • Procedures for loss of control link, power failure, loss of telemetry, and fire
  • Create automated mapping mission
  • Operate the GCS and autopilot to include:
    • Execute pre-planned autonomous mission
    • Direct the aircraft to a specific location in flight
    • Redirect the aircraft to a second location in flight
    • Change flight modes
    • Restart automated mission
    • Describe aircraft telemetry including GPS status, battery and power status, altitude, heading, airspeed, ground speed, and vertical velocity.
  • Assemble and disassemble the aircraft

Pilot-in-Command Currency Requirements

Prior to UAS operations for research or applied applications, 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. 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.

Aircraft Operator Knowledge Standards

• Pass FAA Private Pilot Written Exam
• Possess Class 2 FAA Medical Certificate
• Pass CDRP UAS Operator Knowledge Exam. This exam verifies knowledge of:
  • FAA regulations and guidance on UAS operations in the National Airspace System
  • Weather as it applies to UAS operations, including operational minimums
  • Parts and function of UAS airframe and systems
  • UAS terminology
  • UAS crew resource management
  • CDRP UAS mission management workflow
  • Payload capabilities
  • Mission planning
  • Autopilot and GCS use
  • Launch and recovery field assessment
  • UAS power management

Aircraft Operator Practical Standards

• If required, possess a FAA Private Pilot Certificate (or better).
• Demonstrate the following:
  • Preflight inspection of the UAS and systems
  • Assess launch and recovery areas and methods
  • Procedures for loss of control link, power failure, loss of telemetry, and fire
  • Create automated mapping mission
  • Operate the GCS and autopilot to include:
    • Execute pre-planned autonomous mission
    • Direct the aircraft to a specific location in flight
    • Redirect the aircraft to a second location in flight
    • Change flight modes
    • Restart automated mission
    • Describe aircraft telemetry including GPS status, battery and power status, altitude, heading, airspeed, ground speed, and vertical velocity.
  • Assemble and disassemble the aircraft

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.

Visual Observer Knowledge Standards

• Pass CDRP UAS Operator Knowledge Exam. This exam verifies knowledge of:
  • FAA regulations and guidance on UAS operations in the National Airspace System
  • Weather as it applies to UAS operations, including operational minimums
  • Parts and function of UAS airframe and systems
  • UAS terminology
  • UAS crew resource management
  • CDRP UAS mission management workflow
  • Payload capabilities
  • Launch and recovery field assessment
  • UAS power management

Visual Observer Practical Standards

• Demonstrate the following:
  • Preflight inspection of the UAS and systems
  • Assess launch and recovery areas and methods
  • Procedures for loss of control link, power failure, loss of telemetry, and fire
  • Assemble and disassemble 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.

Sensor Operator Knowledge Standards

• Pass CDRP UAS Operator Knowledge Exam. This exam verifies knowledge of:
  • FAA regulations and guidance on UAS operations in the National Airspace System
  • Weather as it applies to UAS operations, including operational minimums
  • Parts and function of UAS airframe and systems
  • UAS terminology
  • UAS crew resource management
  • CDRP UAS mission management workflow
  • Payload capabilities
  • Launch and recovery field assessment
  • UAS power management

Sensor Operator Practical Standards

• Demonstrate the following:
  • Preflight inspection of the UAS and systems, with emphasis on payloads
  • Program and control payload systems, including cameras and other sensors
  • Assess launch and recovery areas and methods
  • Procedures for loss of control link, power failure, loss of telemetry, and fire
  • Assemble and disassemble the aircraft

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.

 

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.

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)

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.