UAS Operations Manual - Swansea University · 2020. 2. 28. · A4.3 Safety assurance A4.4 Safety...

This Operations Manual must be used in conjunction with a Quick

Reference Handbook (QRH) appropriate to the UAS being used.

Document Version 2.1

Date 29/01/2020

Completed by Gemma McLean

UAS Operations Manual

As employed by

Swansea University

Version 2.1 Swansea University Operations Manual

DTOM4.6 29/01/2020

Amendment Record

Version

Number.

Amendment

Date Amendments Incorporated

Incorporated

By

1.0 31/01/2017 Initial version IF

1.1 14/07/2017 Update to university wide IF

1.2 11/12/2017 Addition of Pilot IF

1.3

19/09/2018 Incorporated changes to comply with

CAP 1687: The Air Navigation

(Amendment) Order 2018

IF

1.4 27/09/2018 Updated section A9 IF

1.5 20/11/2018 Updated QRH IF

1.6 20/11/2018 Addition of pilot IF


1.8 02/05/2019 Addition of pilot and QRH IF




2.0

28/08/2019 Incorporated changes to Air Navigation

(Amendment) Order 2019 and updates

to OM for renewal

IF

2.1 29/01/2020 Updated AR from IF to GM, updated

section A2 Referenced Documents GM


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Contents

PART A Safety and Operations Management

A1 Acronyms and definitions

A2 Referenced documents

A3 Legal Entity details

A3.1 Legal Entity

A3.2 Commitment of the Authorised Representative

A3.3 Purpose

A3.4 Scope

A3.5 Nominated personnel

A4 Safety

A4.1 Safety policy and national perspective

A4.2 Safety goals

A4.3 Safety assurance

A4.4 Safety training

A5 Document control and amendment procedure

A6 Responsibilities

A7 Aircraft systems and technical description

A8 Types of operation

A9 Operating limitations and conditions

A10 Software and firmware update policy

A11 Maintenance principles and regime

A12 Supervision of UAS operations


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A13 Incident investigation and MOR Handling

A14 Flight team composition

A15 Operation of multiple UAS

A16 Crew competency requirements

A17 Crew health

A18 Logs and records

PART B Operating Procedures

B1 Flight Planning and Preparation

B1.1 Determination of the intended tasks and feasibility

B1.2 Operating site location and assessment

B1.3 Risk management

B1.4 Advance communications

B1.5 Airspace Check and Pre-notification

B1.6 Site permission

B1.7 Advance weather check

B1.8 NOTAM check

B1.9 Preparation and serviceability of equipment and UAS

B2 On Site Procedures and Pre-flight Checks

B2.1 Site survey

B2.2 Selection of operating areas and alternate landing areas

B2.3 Crew briefing

B2.4 Cordon Procedure

B2.5 Operational communications


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B2.6 Final weather checks

B2.7 Battery changes and charging

B2.8 Preparation and assembly of the UAS

B2.9 Loading of equipment onto the UAS

B3 Flight Procedures

B4 Emergency Procedures

B4.1 Fire

B4.2 Incident management

PART C Additional Operating Procedures

C1 Night operation procedures

Appendices

Appendix A Current ANO articles specific to UAS

Appendix B Site Survey and Risk Assessment

Appendix C Records for each flight

Appendix D CAA permission and exemptions

Appendix E Insurance details

Appendix F Aircraft Quick Reference Handbooks


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PART A: SAFETY AND OPERATIONS MANAGEMENT

A1: Acronyms and Definitions (that may be seen in this Operations

Manual or related documents)

Acronym Definition

Authorised

Representative (AR)

Has overall responsibility for operations and is point of contact

with the CAA.

AMSL Above mean sea level – referring to altitude in feet

ANO Air Navigation Order

ASL Above surface level – referring to height in feet

ATC Air Traffic Control

ATZ Aerodrome Traffic Zone

CAA Civil Aviation Authority

Congested area In relation to a city, town or settlement; congested area means

any area which is substantially used for residential, industrial,

commercial or recreational activities.

ECCAIRS European Co-ordination Centre for Accident and Incident

Reporting Systems

ESC Electronic speed controller

EVLOS Extended Visual Line of Sight

GPS Global positioning system

IMU Inertial Management Unit

MOR Mandatory Occurrence Report

MTOM Maximum take-off mass

NOTAM Notice to Airmen

OC Observer/Crew: An individual, deemed competent by the Remote

Pilot, whose main role is to assist the RP to maintain VLOS on

the UAS and to monitor the surrounding area for aerial and

ground incursions.

OpA Operational Assessment


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Operations Manager

(OM)

The Operations Manager is responsible for the day-to-day

planning of flight operations.

Payload operator (PO) Person with responsibility for operation of the aircraft payload

PfCO Permission for Commercial Operations

RP See Remote Pilot

PPE Personal Protective Equipment (hard hat, high visibility jacket

etc.)

QRH The Quick Reference Handbook contains information pertinent

to each UAS type employed by The SUA Operator

Remote Pilot (RP) an individual who - (i) operates the flight controls of the small unmanned aircraft by manual use of remote controls, or (ii) when the small unmanned aircraft is flying automatically, monitors its course and is able to intervene and change its course by operating its flight controls.

RTH Return to home system employed by the UAS in case of Tx

signal loss or used manually in the event of RP incapacitation

Rx Receiver

SUA Small Unmanned Aircraft

SUA Operator The legal entity (“person”) holding the Permission for

Commercial Operations (PfCO) held in Appendix D.

SUSA Small Unmanned Surveillance Aircraft

Technical Manager The technical manager has responsibility for maintaining the

UAS in an airworthy state.

Tx Transmitter

UAS Unmanned aircraft system

VLOS Visual line of sight

A2: Referenced Documents

1. CAP 393: The Air Navigation Order 2016 and Regulations (version 5.6 21/03/2019)

2. CAP 1763: Air Navigation Order 2018 and 2019 Amendments - Guidance for Small

Unmanned Aircraft users (version 2 28/02/2019)

3. CAP 722: Unmanned Aircraft System Operations in UK Airspace – Guidance

(version 7.3 04/09/2019)

4. CAP 382: The Mandatory Occurrence Reporting Scheme (10th edition 12/2016)

5. EU 2015/1018: EU mandatory reporting guidance (29/06/2016)

http://www.caa.co.uk/cap393






http://eur-lex.europa.eu/legal-content/EN/TXT/?uri=uriserv%3AOJ.L_.2015.163.01.0001.01.ENG


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A3: Legal Entity Details

A3.1: Legal Entity (The SUA Operator)

Legal entity name: Swansea University

Registered Charity Number: 1138342

Insurance Information:

The SUA Operator has 3rd Party Public Liability Insurance as outlined in Appendix E.

A3.2: Commitment of Authorised Representative

Swansea University is committed to operating Unmanned Aircraft Systems (UAS) safely in UK

airspace in line with this operations manual and any CAA permission granted. Swansea

University will ensure that operating procedures and equipment are fit for purpose and used

appropriately. Swansea University will ensure that all personnel are appropriately trained

before being allowed to operate UAS on commercial operations.

Signed:

Date:

Authorised

Representative:

29/01/2020

Gemma McLean

Health & Safety Advisor

For and on behalf of: Swansea University

Enquiries regarding the content of this document should be addressed to:

Swansea University, Singleton Park

Swansea

SA2 8PP

United Kingdom

A3.3: Purpose

The purpose of this document is to detail the items to be covered for the safe operation of

UAS by Swansea University personnel. From this point forwards, Swansea University will be

referred to as “The SUA Operator”.

A3.4: Scope

This operations manual applies to all personnel involved in the safe operation of UAS.


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A3.5: Nominated Personnel

Name Roles (see A6 for descriptions)

Gemma McLean AR

Iain Fairley OM, TM, RP, PO, OC

Anouska Mendzil OM, TM, RP, PO, OC

Marc Holmes OM, TM, RP, PO, OC

Ashraf Fahmy OM, TM, RP, PO, OC

Adam Morgan OM, TM, RP, PO, OC

Jakob Iglhaut OM, TM, RP, PO, OC

Nicole Esteban OM, TM, RP, PO, OC

Hanna Nuuttila OM, TM, RP, PO, OC

Matt Kear OM, TM, RP, PO, OC

Ted Thomas OM, TM, RP, PO, OC

Iain Bye OM, TM, RP, PO, OC

Juan Suarez OM, TM, RP, PO, OC

RPs Practical Certification MTOM and class

Iain Fairley 0-20 Kg Fixed Wing

Anouska Mendzil 0-20 Kg Fixed Wing

Marc Holmes 0-20 Kg Helicopter/Multirotor

Ashraf Fahmy 0-20 Kg Helicopter/Multirotor

Adam Morgan 0-20 Kg Helicopter/Multirotor

Jakob Iglhaut 0-20 Kg Helicopter/Multirotor

0-20 Kg Fixed Wing

Nicole Esteban 0-20 Kg Helicopter/Multirotor

Hanna Nuuttila 0-20 Kg Helicopter/Multirotor

Matt Kear 0-20 Kg Fixed Wing


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Ted Thomas 0-20 Kg Helicopter/Multirotor

Iain Bye 0-20 Kg Helicopter/Multirotor

Juan Suarez 0-20 Kg Helicopter/Multirotor


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A4: Safety

A4.1: Safety policy

The SUA Operator will use UAS commercially, in accordance with the operating procedures

detailed in this Operations Manual and the PfCO issued by the CAA (appendix D). The SUA

Operator will follow the rules of the air detailed in the relevant CAA documentation (CAP393

(specifically articles 94, 94A-G, 95 and 241) and CAP 722) and ensure EC 785/2004 compliant

insurance is in place to cover activities carried out under the PfCO. Currently applicable ANO

articles specific to UAS are detailed in Appendix A.

A4.2: Safety goals

The SUA Operator aims to carry out UAS operations in a way that minimises the risk of

damage to property or injury to persons.

The goal of the SUA Operator is zero reportable occurrences.

All Remote Pilots must ensure that they are familiar with the contents of this manual and

adhere to all operational, risk assessment, logging and reporting procedures contained in this

manual. This manual must be available for reference along with the appropriate QRH for use

in operations.

A4.3: Safety assurance

The Authorised Representative has overall responsibility for the safety of all UAS operations

and acts as the first point of contact with the CAA.

The Operations Manager is responsible for organisation of operations and ensuring that

safety guidelines have been followed up to the point of deployment.

The Technical Manager is responsible for ensuring that the UAS is airworthy at the point of

deployment.

The RP is responsible for safety during UAS operations.

Specific responsibilities of the Authorised Representative, Operations Manager, Technical

Manager, Remote Pilot and Observer/Crew are detailed in section A6.

A4.4: Safety training

The SUA Operator will actively train its staff in safety requirements and procedures required

for UAS operations and will retain a record of all internal and external training conducted.

A5: Document control and amendment procedure

The most up-to-date electronic version of all manuals will be held in a folder accessible to all

personnel involved in UAS operations.

The most up-to-date paper version of all manuals will be held in an Operations Documents

folder if paper versions are kept.

Revisions must be approved by the Authorised Representative.


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A6: Responsibilities

A6.1: Authorised Representative (AR)

The Authorised Representative has overall responsibility for the safety of all UAS operations

and acts as the first point of contact with the CAA.

A6.2: Operations Manager (OM)

The operations manager is responsible for the organisation of operational requirements

including:

1. Liaison with clients and landowners

2. Liaison with other entities to ensure that safety guidelines are met

3. Deployment of an appropriately experienced RP for the operation

A6.3: Technical Manager (TM)

The technical manager is responsible for maintaining operational capability of the UAS used

by The Operator, including:

1. Coordinating UAS maintenance routines.

2. Ensuring logs and records are maintained up-to-date.

3. Carrying out aircraft firmware updates.

A6.4: Remote Pilot (RP)

The RP has full responsibility for safe operation of the UAS whilst on operations. With

reference to this Operations Manual, the RP's responsibilities include:

1. Ensuring a site survey and risk assessment are in place

2. Taking responsibility for the go/no go decision for each operation

3. Ensuring that appropriate permissions have been obtained and CAA regulations are

adhered to

4. Ensuring that risk assessments have been completed and approved

5. Defining safe working areas and cordoning if necessary

6. Deployment of appropriate support crew to facilitate the operation

7. Liaison with crew, client and public before flight to brief fully and ensure that they

understand the need to be compliant with requests or orders of the RP.

8. Pre-flight aircraft checks

9. Flight procedures

10. Post-flight checks

11. Operating the UAS in a safe, responsible and professional manner

12. Completing all logs and documentation

13. On completion, correct shutdown the UAS and equipment and checking site to ensure

all equipment is collected and the site is left as found

14. Incident management as detailed in QRH section F11

15. Reporting of incidents as detailed in section A13


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A6.5: Payload Operator (PO)

1. To carry out reasonable duties as requested by the RP.

2. To assist the RP in ensuring the aircraft payload is correctly set up and secure

3. To assist the RP with pre-flight checks

4. To operate the payload for the duration of the flight where required

5. To assist the RP with post-flight checks

A6.6: Observer/Crew (OC)

1. To carry out reasonable duties as requested by the RP

2. To remain under the control of, and in communication with, the RP at all times during

flight, observing the airspace and public to facilitate the flight operation.

3. To inform the RP of any airspace incursion or any issues with public entering the flight

area.

4. To assist the RP with briefing and controlling crew members and the public.

5. To assist the RP with the preparation, checks and repacking of the UAS.

A7: Aircraft system and technical description

For clarity, technical and operational details specific to individual aircraft types are maintained

in the corresponding aircraft QRH which are contained in appendix F.

A8: Types of Operation

The SUA Operator will carry out commercial operations. The RP should ensure that the UAS

is appropriate to the operation.

Potential areas of operation include anywhere in the UK as long as operations are carried out

in accordance with the ANO and the PfCO (appendix D).

A9: Operating limitations and conditions

All Remote Pilots operating on behalf of the SUA Operator will adhere to the vertical and

horizontal distances and separations specified in the current Permission for Commercial

Operations (appendix D) issued by the CAA.

A10: Software and firmware update policy

Firmware and associated flight software will be updated in line with manufacturer

recommendations. Firmware updates will be overseen by the Technical Manager. After

updates, the aircraft will be flown at a test location to ensure that any updates have not

affected the operational performance of the aircraft. The Technical Manager will ensure that

all Remote Pilots are aware of changes caused by firmware updates.


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A11: Maintenance principles and regime

The UAS will be inspected by the RP using the procedures in the appropriate QRH before

and after every flight. Routine maintenance will be carried out by the Technical Manager.

Maintenance regimes will be different for individual aircraft and are detailed in the

Maintenance File in Section M of the QRH. Each QRH must have a maintenance regime

that includes details for maintenance of the following, as a minimum:

• Airframe

• Lift surfaces and/or control surfaces

• Propulsion systems

• Payload

• Electronics

Other systems appropriate to individual aircraft as detailed in the QRH

Regular maintenance will be logged and parts replaced/repaired as appropriate.

A12: Supervision of UAS operations

The RP has full responsibility for supervising UAS operations.

The RP should ensure that the procedures in the appropriate QRH are used at relevant stages

of operations to ensure that all steps are followed.

A13: Incident investigation and MOR / ECCAIRS procedures

Any significant incidents that occur during an operation must be logged. If necessary, incidents

must be reported to the CAA using the guidance in CAP 382 (Mandatory Occurrence

Reporting). With reference to Section 6 Chapter 5 of CAP 722 it is important that all incidents

that occur during flight are logged and, if necessary reported to the CAA, using the contact

details in Chapter 5 of CAP 722.

Incidents that are likely to need reporting include "any incident which endangers or which, if

not corrected, would endanger an aircraft, its occupants or any other person"

Examples are included in CAP 382 "The Mandatory Occurrence Reporting Scheme" and EU

2015/1018 Annex 5. In short, any occurrence relating to the UAS operation that results in

injury or the potential of injury to crew members, client or members of the public should be

reported. Any occurrence resulting in a collision or near miss with another aircraft should be

reported.

Reporting can be completed through the ECCAIRS system at: http://www.aviationreporting.eu

A14: Flight team composition

For most operations, the flight team will compose of the RP. If correctly briefed, any person(s)

judged competent by the RP may act as Observer/Crew.

http://www.aviationreporting.eu/


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The role of the Observer/Crew will be directed by the RP and will depend on the circumstances

of the operation. Observer/Crew, when used, must be briefed by the RP before the first flight

of the operation in accordance with the appropriate QRH.

If a Payload Operator is used, they must be fully briefed in the failsafe systems of the UAS

and how to initiate failsafe in the event of the RP becoming incapacitated. The Payload

Operator must follow the instructions of the RP. They may give instructions to the RP to enable

them to obtain the data they require; it is the responsibility of the RP to ensure that manoeuvres

requested by the Payload Operator are able to be safely carried out.

A15: Operation of multiple UAS

If multiple aircraft are flown during a single operation, a RP must be nominated to have

oversight of the operation and each aircraft must have a dedicated Remote Pilot.

A16: Crew competency requirements

All Remote Pilots must have evidence of theoretical competency and practical competency for

the type of aircraft they are operating. RPs must operate only in accordance with The SUA

Operator's PfCO (see Appendix D). RPs must have completed familiarisation training on the

use of the UAS, to ensure familiarity with all settings and failsafe options.

A17: Crew Health

If any member of crew does not feel they are fit for operations then they must inform the RP

as soon as possible. If the RP does not feel physically and mentally fit to carry out flights then

the operation must be postponed. The RP must not operate the UAS under the influence of

alcohol or recreational drugs. If necessary, medical advice should be obtained before

operating the UAS whilst using prescription drugs.

A18: Logs and records

Logs and records should be kept to ensure compliance with the PfCO.

The Site survey and risk assessment (Appendix B) must be completed by the RP. This

includes site information and survey, operational details, risk assessment and permissions.

A log must be maintained giving details of flight times, RP, UAS and incidents. Online logging

is acceptable as long as it records the above details.


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PART B: OPERATING PROCEDURES

B1: Flight planning and preparation

The tasks in B1 should be ideally carried out before the day of the operation and may need

significant time to implement depending on the complexity of the operation.

B1.1: Determination of the intended tasks and feasibility

Feasibility of all potential operations should be assessed against:

1. The current PfCO

2. The operational envelope of the UAS (see QRH)

3. Other applicable legislation

B1.2: Operating site location and assessment

The RP must carry out a site survey and risk assessment as detailed in appendix B. The

operation must not proceed until all relevant areas have been completed.

B1.3: Risk management

A full risk assessment must be completed using the procedure in appendix B. This should be

as specific to the site as possible. Whilst there is always a degree of acceptable risk, this

should be minimized to ensure the operation is as safe as possible.

B1.4: Advance communications

Relevant authorities and other relevant local bodies who need to advised of the operation to

be identified in appendix B.

B1.5: Airspace check and pre-notification

During the completion of the site survey and risk assessment it should be established if the

operation falls into controlled airspace, flight restriction zones or prohibited, restricted or

danger areas. If necessary, the relevant ATC, local authorities and the Police should be

contacted and provided with contact details to prevent issues during the operation. ATC, FIS

or aerodrome operator permission may be required for flights in Flight Restriction Zones and

Runway Protection Zones as detailed in CAP 1763 and articles 94A and 94B of the ANO.

B1.6: Site permission

Before commencing the operation, the Remote Pilot must be satisfied that all relevant

permissions have been obtained. RPs must be aware of their responsibilities regarding

operations from private land and any requirements to obtain the appropriate permission before

operating from a particular site. In particular, they must ensure that they observe the relevant

trespass laws and do not unwittingly commit a trespass whilst conducting a flight.


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B1.7: Advance weather check

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

B1.8: NOTAM check

NOTAMs should be checked using www.notaminfo.com or an appropriate app. Any relevant

NOTAMs should be noted and, if necessary, clarified with local ATC.

B1.9: Preparation and serviceability of equipment and UAS

The pre-deployment checklist in section F6 of the aircraft QRH should be used to ensure the

equipment has been fully checked prior to commencing the operation.

B2: On Site Procedures and Pre-flight Checks

Section B2 involves the use of Appendix B along with the checklists in the aircraft QRH.

B2.1: Site survey

A site survey should be carried out to confirm the findings of the initial risk assessment. Any

additional hazards should be identified and included in the risk assessment. Access should

be agreed and areas identified for parking, equipment assembly and launch.

B2.2: Selection of operating area and alternate landing areas

A safe launch area should be identified and the RTH area for the UAS cleared and, if

necessary, marked to avoid people entering it. An area appropriate to the UAS take-off and

landing requirements (minimum 3 metres) around the take-off point should be identified and,

if necessary, cordoned appropriately. It may be appropriate to use existing boundaries (e.g.

fences) as part of this cordon.

The RP should clearly identify the operating area and any safe alternative landing areas.

B2.3: Observer/Crew briefing

Any Observer/Crew and, if appropriate, persons who are to be under the control of the RP

must be briefed on site by the RP before the first flight of the operation in accordance with the

appropriate QRH. This should include final allocation of roles, a synopsis of the flight and

emergency procedures. If persons under control of the RP are to be overflown they must be

made aware of what to do in the event of a loss of control of the aircraft.

B2.4: Cordon procedure

In the event of an operation that involves members of the public it is best practice to use at

least one member of Observer/Crew. If it is possible to cordon a launch area this may be done

using appropriate materials. At launch the UAS must be at least 30 metres from any person

not under control of the RP and after launch, 50 metres. If a cordon is not used, sufficient crew

must be employed to maintain the landing areas clear at all times.

http://www.notaminfo.com/


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The Observer/Crew should ensure that members of the public do not enter the landing area

and that the RP is not disturbed during flight.

B2.5: Operational Communications

If appropriate, communications should be maintained with local ATC. It is best practice to notify

the ATC before the operation and after all flights are complete.

Communications with Observer/Crew will normally take place face to face. If the distance

between crew members is too great to facilitate this, an appropriate and legal two-way radio

system must be used.

B2.6: Final weather checks

The RP and any Observer/Crew should be vigilant for any changes in weather which should

be checked on the day of operation using an appropriate and accurate weather service. A final

wind speed check should be carried out using an anemometer if appropriate.

B2.7: Battery changes and charging

Batteries should be changed as appropriate to allow a reasonable amount of redundancy in

the event of an incident. Battery and fuel management specific to the UAS is contained in the

QRH where necessary.

On battery replacement, the UAS should be given a brief pre-flight check before a new flight

is started.

B2.8: Preparation and assembly of the UAS

The UAS must be carefully assembled and checked using the pre-flight checklist in section F7

of the QRH. If necessary, reference should be made to the UAS manual. The RP will have

been trained in correct assembly and should recheck the UAS between flights.

B2.9: Loading of equipment on the UAS

Equipment to be loaded onto the UAS should be carefully attached in line with the

manufacturer's guidelines and the training received on the different configurations of the UAS.

This will include correct connection of the payload mount to the airframe and flight computer

as well as correct connection of the payload to the mount. Secondary fixings for payloads

should be used where appropriate to ensure that the payload cannot separate from the aircraft.

All equipment should be checked for functionality before the operation commences. The

centre of gravity of the aircraft must be checked before the operation commences.

B3: Flight Procedures

Flight procedures for each UAS used by The SUA Operator are contained in section F8 of the

QRH for that aircraft type in Appendix F.


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B4: Emergency Procedures

Emergency procedures appropriate to each UAS used by The SUA Operator are contained in

section F10 of the QRH for that aircraft type in Appendix F.

B4.1: Fire

The RP must have access to some form of firefighting equipment or an appropriate procedure

if firefighting equipment is not available or not permitted. If the UAS is damaged in a crash the

flight battery, if possible, must be disconnected, removed and placed in an open area away

from flammable objects. The battery should be monitored for swelling and the crew warned to

stay clear. In the event of a fire, the extinguisher/blanket should be used to minimize spread

of flame. If an extinguisher/blanket is not available or not permitted, then the fire services

should be contacted. If possible, the battery should be allowed to burn itself out.

B4.2 Incident management

In the event of an incident the RP should follow the emergency procedures in section F11 of

the aircraft QRH.


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Part C: Additional Operating Procedures

C1: Night operation procedures

C1.1: Overview

When an operation is required outside of daylight hours an additional set of procedures as

outlined in this section will be adhered to. Please note these are in addition to the standard

procedures outlined in this manual. All night operations will be flown by Line of Sight. Before

all night operations, a daylight recce must be carried out.

C1.2: Adequate Ground Lighting

Lighting in the set-up area will be provided by work lamps. All ground equipment (and the UAS

during pre-flight checks) will be kept in the set-up area to ensure that it does not become a

safety hazard or inadvertently damaged.

The primary and the alternative landing zone will be marked out with appropriate lighting where

necessary. The area around the landing zones will be illuminated with work lamps where

ambient lighting is not sufficient.

C1.3: Ground Safety

If the area around the landing zone does not naturally restrict access, a cordon will be erected.

Apart from the RP there will be at least one additional ground crew to ensure that no

unauthorised persons are near the UAS during take-off and landing. Additional Observer/Crew

will be used if deemed necessary following the site assessment.

C1.4: Flight Paths

Given the night conditions, the flight paths will be planned during daylight hours at the site

assessment. The flight paths should be maintained as simple as possible

C1.5: Lighting for night Operations

Any aircraft used for night operations will be illuminated. The standard aircraft illumination may

be sufficient but extra LEDs may be employed to increase visibility to the Remote Pilot.

The illumination is present to assist the RP with orientation and flight rather than to enable

other air users to see the UAS. In the event of an airprox incident it is likely that a pilot would

perceive the UAS as a distant aircraft. As a result, standard operating procedures for spotting

other air users are of utmost importance during night operations.


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Appendices

Appendix A: Current ANO Articles Specific to UAS

Article 94

(1) A person must not cause or permit any article or animal (whether or not attached to a

parachute) to be dropped from a small unmanned aircraft so as to endanger persons or

property.

(2) The remote pilot of a small unmanned aircraft may only fly the aircraft if reasonably

satisfied that the flight can safely be made.

(3) The remote pilot of a small unmanned aircraft must maintain direct, unaided visual

contact with the aircraft sufficient to monitor its flight path in relation to other aircraft,

persons, vehicles, vessels and structures for the purpose of avoiding collisions.

(4) Deliberately blank (removed March 2019)

(5) The SUA operator must not cause or permit a small unmanned aircraft to be flown for

the purposes of commercial operations, and the remote pilot of a small unmanned aircraft

must not fly it for the purposes of commercial operations, except in accordance with a

permission granted by the CAA.

Note: Small Unmanned Aircraft (SUA) means any unmanned aircraft, other than a balloon or

a kite, having a mass of not more than 20kg without its fuel but including any articles or

equipment installed in or attached to the aircraft at the commencement of its flight.

Article 94A

(1) If the permission or permissions that are required under this article for a flight, or a

part of a flight, by a small unmanned aircraft have not been obtained—

(a) the SUA operator must not cause or permit the small unmanned aircraft to be flown

on that flight or that part of the flight; and

(b) the remote pilot must not fly the small unmanned aircraft on that flight or that part of

the flight.

(2) Permission from the CAA is required for a flight, or a part of a flight, by a small

unmanned aircraft at a height of more than 400 feet above the surface

(3) But permission from the CAA is not required under paragraph (2) if—

(a) the flight, or the part of the flight, takes place in a flight restriction zone at a protected

aerodrome, and

(b) permission for the flight, or the part of the flight, is required under paragraph (4) from

an air traffic control unit or a flight information service unit.

(4) Permission for a flight, or a part of a flight, by a small unmanned aircraft in the flight

restriction zone of a protected aerodrome is required—


DTOM4.6 29/01/2020

(a) from any air traffic control unit at the protected aerodrome, if the flight, or the part of

the flight, takes place during the operational hours of the air traffic control unit;

(b) from any flight information service unit at the protected aerodrome, if the flight, or the

part of the flight, takes place during the operational hours of the flight information service unit

and either—

(i) there is no air traffic control unit at the protected aerodrome, or

(ii) the flight, or the part of the flight, takes place outside the operational hours of the air

traffic control unit at the protected aerodrome;

(c) from the operator of the protected aerodrome, if—

(i) there is neither an air traffic control unit nor a flight information service unit at the

protected aerodrome; or

(ii) the flight, or the part of the flight, takes place outside the operational hours of any

such unit or units at the protected aerodrome.

(5) In this article, “operational hours”, in relation to an air traffic control unit or flight

information service unit, means the operational hours—

(a) notified in relation to the unit, or

(b) set out in the UK military AIP in relation to the unit.

(6) In this article and article 94B, “protected aerodrome” means—

(a) an EASA certified aerodrome,

(b) a Government aerodrome,

(c) a national licensed aerodrome, or

(d) an aerodrome that is prescribed, or of a description prescribed, for the purposes of

this paragraph.

(7) The “flight restriction zone” of a protected aerodrome is to be determined for the

purposes of this article in accordance with the following table—


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Article 94B

(1) This article makes provision about the meaning of expressions used in the definition

of “flight restriction zone” in article 94A that applies in relation to a protected aerodrome

which is—

(a) an EASA certified aerodrome,

(b) a Government aerodrome, or

(c) a national licensed aerodrome,

and which has an aerodrome traffic zone.

(2) Subject to paragraph (4), there is one runway protection zone for each runway

threshold of each runway at the aerodrome.

(3) A “runway protection zone”, in relation to a runway threshold at the aerodrome, is the

airspace extending from the surface to a height of 2,000 feet above the level of the

aerodrome within the area bounded by a rectangle—

(a) whose longer sides measure 5 km;

(b) whose shorter sides measure—

(i) 1 km (except in the case of Heathrow Airport);

(ii) 1.5 km, in the case of Heathrow Airport; and

(c) which is positioned so that—


DTOM4.6 29/01/2020

(i) one of the shorter sides of the rectangle (“side A”) runs across the runway threshold,

and

(ii) the two longer sides of the rectangle are parallel to, and equidistant from, the

extended runway centre line as it extends from side A out to, and beyond, the runway end to

which the runway threshold relates.

(4) There is no runway protection zone—

(a) for any runway threshold at the London Heliport;

(b) for any runway threshold that is prescribed, or of a description prescribed, for the

purposes of this paragraph.

(5) The “runway threshold” of a runway at the aerodrome is the location that, for the

purpose of demarcating the start of the portion of the runway that is useable for landing, is—

(a) notified as the threshold of the runway, or

(b) set out as the threshold of the runway in the UK military AIP.

(6) The “extended runway centre line”, in relation to a runway at the aerodrome, is an

imaginary straight line which runs for the length of the runway along its centre and then

extends beyond both ends of the runway.

(7) An “additional boundary zone” is the airspace extending from the surface to a height

of 2,000 feet above the level of the aerodrome within any part of the area between—

(a) the boundary of the aerodrome, and

(b) a line that is 1 km from the boundary of the aerodrome (the “1 km line”), that is

neither within the aerodrome traffic zone nor within any runway protection zone at the

aerodrome.

(8) The 1 km line is to be drawn so that the area which is bounded by it includes every

location that is 1 km from the boundary of the aerodrome, measured in any direction from

any point on the boundary.

Article 94G

In this Order –

(a) the “remote pilot”, in relation to a small unmanned aircraft, is an individual who –

(i) operates the flight controls of the small unmanned aircraft by manual use of remote controls, or

(ii) when the small unmanned aircraft is flying automatically, monitors its course and is able to intervene and change its course by operating its flight controls,

(b) the “SUA operator”, in relation to a small unmanned aircraft, is the person who has

the management of the small unmanned aircraft


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Article 95

(1) The SUA operator must not cause or permit a small unmanned surveillance aircraft

to be flown in any of the circumstances described in paragraph (2), and the remote pilot of a

small unmanned surveillance aircraft must not fly it in any of those circumstances, except in

accordance with a permission issued by the CAA.

(2) The circumstances referred to in paragraph (1) are:

(a) over or within 150 metres of any congested area;

(b) over or within 150 metres of an organised open-air assembly of more than 1,000

persons;

(c) within 50 metres of any vessel, vehicle or structure which is not under the control of

the SUA operator or the remote pilot of the aircraft; or

(d) subject to paragraphs (3) and (4), within 50 metres of any person.

(3) Subject to paragraph (4), during take-off or landing, a small unmanned surveillance

aircraft must not be flown within 30 metres of any person.

(4) Paragraphs (2)(d) and (3) do not apply to the remote pilot of the small unmanned

surveillance aircraft or a person under the control of the remote pilot of the aircraft.

(5) In this article 'a small unmanned surveillance aircraft' means a small unmanned

aircraft which is equipped to undertake any form of surveillance or data acquisition.


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Appendix B: Site Survey and Risk Assessment

SITE SURVEY FORM

1) Operation Details

Name/Company

Reference No.

Planned Date(s) and times

2a) Site Inspection

Site address

Postcode or 6 figure grid ref.

Elevation (AMSL)

Latitude Longitude

Paste map of general area below to identify major hazards (towns, ATZ etc.)


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Site Details

Paste detailed site map (where flights will take place) below. Mark to show obstacles, hazards, public access, parking, objective, proposed take-off area and secondary landing areas and any other points of interest. Mark any areas that need to be cordoned. Add risks to risk assessment if appropriate (see below).


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Required Equipment

Aircraft

Payload

Extra Equipment (in addition to the standard equipment as specified in the QRH relating to the above aircraft

Final Checks

Weather Forecast

Date Checked

Airspace details

Date Checked

NOTAMs Date Checked

Permission Details (ATC, Location other authorities)


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RISK ASSESSMENT FORM

Risk Matrix Legend

Probability: Severity:

5 Very Likely 5 Fatality Major Env. Incident

4 Likely 4 Major Injury Severe damage

3 Probable 3 Medical Injury Damage

2 Possible 2 Minor Injury Small Impact

1 Very Unlikely 1 No Injury No Env. Impact

The risk score, the value entered into the green, yellow or red boxes under Initial Risk Score

and Final Risk Score, is a multiple of Probability x Severity.

If a Risk Score is 1 to 5 (Green) then no further control measures are required.

If a Risk Score is 6 to 10 (Yellow) then further control measures are required.

If a Final Risk Score is greater than 12 (Red) then the risk is unacceptable and operation

should not proceed.

Hazard Details Initial Risk Score

Group: Airspace

Pro

ba

bilit

y

5

4

3

2

1

0 1 2 3 4 5

Severity

Control Measure Final Risk Score

Pro

ba

bilit

y

5

4

3

2

1

0 1 2 3 4 5

Severity


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Group: Obstructions

Pro

ba

bilit

y

5

4

3

2

1

0 1 2 3 4 5

Severity


Pro

ba

bilit

y

5

4

3

2

1

0 1 2 3 4 5

Severity


Group: People

Pro

ba

bilit

y

5

4

3

2

1

0 1 2 3 4 5

Severity


Pro

ba

bilit

y

5

4

3

2

1

0 1 2 3 4 5

Severity


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Group: Animals

Pro

ba

bilit

y

5

4

3

2

1

0 1 2 3 4 5

Severity


Pro

ba

bilit

y

5

4

3

2

1

0 1 2 3 4 5

Severity


Group: Interference

Pro

ba

bilit

y

5

4

3

2

1

0 1 2 3 4 5

Severity


Pro

ba

bilit

y

5

4

3

2

1

0 1 2 3 4 5

Severity


DTOM4.6 29/01/2020


Group:

Pro

ba

bilit

y

5

4

3

2

1

0 1 2 3 4 5

Severity


Pro

ba

bilit

y

5

4

3

2

1

0 1 2 3 4 5

Severity


Group:

Pro

ba

bilit

y

5

4

3

2

1

0 1 2 3 4 5

Severity


Pro

ba

bilit

y

5

4

3

2

1

0 1 2 3 4 5

Severity


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Appendix C: Records for each flight Aircraft and Remote Pilot logs will be maintained using a suitable manual or automatic

logging system. As a minimum this will include:

• Details of RP

• Flight location

• Flight duration

• Any significant incidents

All flight records will be kept using either a spreadsheet and/or automatic logging system

(dependant on UAV and RP), and will be made available to the authority on request.


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Appendix D: CAA Permission and Exemptions

In hard copies, a copy of the up-to-date PfCO for the SUA Operator follows this page.

In digital copies, a copy of the up-to-date PfCO for the SUA Operator will be in the same

folder as this Operations Manual.


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Appendix E: Insurance Details

In hard copies, insurance details follow this page.

In digital copies, insurance details will be in the same folder as this Operations Manual.


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Appendix F: Aircraft Quick Reference Handbooks

A QRH for each type of UAS used by the SUA Operator follows this page.


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Quick Reference Handbook

3DR Solo


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Section Content

F Field File

F1 Brief description of UAS

F2 Link to full specification and manual

F3 Operational envelope

F4 Likely outcome of failure of propeller or ESC

F5 Battery Management

F6 Pre-deployment checklist

F7 Pre-flight procedures

F8 Flight procedures

F9 Post-flight procedures

F10 Emergency procedures

F11 Incident management

M Maintenance File

M1 Full aircraft specification

M2 Aircraft-specific maintenance details


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Section F: Field File

F1: Brief description of UAS

Solo packs over 35 sensors and 20 microprocessors into a rigid, lightweight unibody shell.

All to bring you the easiest to fly and most capable aerial drone on the market.

The modular design allows you to quickly replace motors or change camera gimbals with a

simple screw driver making Solo easy to repair and future-proof.

F2: Link to full specification and manual

Full aircraft specifications

3DR Solo: https://3dr.com/solo-drone/specs/

User Manuals

3DR Solo: https://3dr.com/wp-content/uploads/2015/07/v4_07_07_15.pdf

F3: Operational envelope

Parameter Limitations

Maximum wind speed 11.2m/s - 25mph - 21.7kt

Maximum service altitude 4500 feet

Maximum aircraft speed 24.6m/s - 55mph – 47.8kt

Temperature range 0oC to +45oC

Maximum ascent rate 10m/s - 32.8ft/s

Maximum descent rate 10m/s - 32.8ft/s

Maximum take of mass 1.8Kg

Flight time 20 minutes; 15 minutes with payload

https://3dr.com/solo-drone/specs/

https://3dr.com/wp-content/uploads/2015/07/v4_07_07_15.pdf


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F4: Likely outcome of failure of propeller or ESC

The 3DR Solo is a quadcopter. As a result there is no redundancy in the event of propeller or

ESC failure and the aircraft is likely to enter uncontrolled vertical descent.

F5: Battery Management

Battery details for the 3DR Solo are as follows:

Item Detail

Battery type Intelligent lithium polymer battery

Number required for

flight

1

Battery capacity 5200mAh

Battery voltage 14.8V

Watt hours 77 Wh

Charger type 3DR smart charger

Charge instructions Sit the charger in a safe location on a non-flammable surface.

Attach batteries to smart charger. Observe batteries initially to

ensure that charge initiates.

Additional instructions The charger should only be set up by a crew member who is

familiar its use and the battery being charged should be

monitored. Lithium-polymer batteries can become unstable.

The two main causes of this are damage during a crash and

improper charging. Any battery that is noticeably swelling

should be placed in a safe place. There have been occasions

when lithium polymer batteries have burst into flame. If a

battery is involved in a crash, it should not be used for the

remainder of the operation until it has been checked by the

Technical Manager even if it appears undamaged and the

UAS is operational.


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F6: Pre-deployment checklist

Item Check

UAS All components in case – no open defects in log

Spare propellers Present

Batteries All present and charged

Chargers All present

Camera(s) All present including filters

Media Cards All present, functional and formatted

Tablet/phone Present, charged, correct apps installed and functional

Laptop Present, charged

PPE Present

Cordon equipment Present if appropriate

Anemometer Present

Fire extinguisher/blanket Present and functional

First aid kit Present and stocked


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F7: Pre-flight procedures

Stage Item Check

1 Attach tablet to transmitter

2 Power transmitter and ensure APP initiates

3 Insert aircraft battery – ensure secure

4 Power aircraft (props off)

5 Power down aircraft and attach camera – ensure secure

6 Ensure SD card inserted in camera

7 Check airframe for damage

8 Check motors for resistance and bearing damage

9 Move aircraft to launch location

10 Check propellers for damage and stress lines

11 Attach propellers – ensure secure

12 Call “power on”

13 Power aircraft

14 Check camera control and settings

15 Check flight mode

16 Check GPS strength (APP)

17 Check battery level

18 Check failsafe settings appropriate to operation

19 Ensure all participants are ready and appropriately briefed


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F8: Flight Procedures

Stage Item

Start-up procedures

1 Call “starting motors”

2 Hold FLY button to start motors

3 Ensure motors are all running

4 Final 360 check, call “taking off”

Take-off procedures

5 Raise throttle and settle aircraft at 2 metres height

6 Check UAS response to all stick movements

7 Commence operational flight

Flight procedures

8 Maintain VLOS at all times

9 Monitor aircraft for position relative to structures and people

10 Monitor aircraft status

11 Monitor flight time

Landing procedures

12 At a safe altitude, return to landing point.

13 Call “landing”

14 Check landing point is clear

15 Slowly descend UAS to land

16 Hold throttle down to cut motors

Shut-down procedures

17 Ensure propellers are static

18 Turn off UAS

19 Call “safe”


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F9: Post-flight Procedures

Stage Item Check

1 Check propellers for damage and remove


3 Remove (and back up) SD card

4 Remove and store camera

5 Remove aircraft battery

6 Ensure all components are turned off

7 Repack components and UAS

8 Check site is clear and left as found


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F10: Emergency Procedures

Pilots should take the time to review this section before flight and to understand the

procedures to implement in different emergency situations.

10.1: Mitigation Measure - 3DR failsafe

This UAS uses the 3DR failsafe return-to-home system. In the event of Tx signal loss it will

carry out the following:

1. hover

2. ascend to user defined height (or remain at current height if already above defined

height)

3. move to a position over the “home” point

4. descend and auto-land

5. switch off motors

The UAS can then be shut-down.

This procedure can also be initiated by holding the return-to-home (RTH) button on the Tx.

10.2: Mitigation Measure – 3DR geofencing

All 3DR systems can be restricted to preset distance limits to reduce the risk of fly-away. It is

recommended that the distance and height limit are set to the minimum distance required to

carry out each project.

10.3: Crew warning

If at any time the craft descends in an uncontrolled measure the RP should shout “HEADS”

to warn crew members. The briefing should include what action any crew should take on

hearing the shout. The response may vary by operation.

10.4: Responses to emergency situations

Loss of primary control frequency including Transmitter battery failure

In the event of loss of control frequency, including Tx failure or Tx battery failure, the aircraft

will enter failsafe as described above. At this point it is the responsibility of the pilot/crew to

maintain the take-off area clear.

Malicious or accidental interference with control frequency

In the event of interference with the control frequency, it is highly likely that the aircraft will

enter failsafe and return to base. If that is not the case then the incident should initially be

treated as a fly-away as described below. Once the aircraft is safely recovered, the cause of

the interference should be investigated and reported appropriately.


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Loss of power or aircraft battery failure

In the event of power loss to the flight controller or motors, the aircraft may crash, normally

vertically. As a result it is important that the area below the aircraft is maintained clear and

that people in the area are aware of the potential risk. If possible the “HEADS” warning

should be given.

Pilot incapacitated

In the event of the RP becoming incapacitated whilst the UAS is in flight the aircraft will

remain in hover and descend vertically to land under low battery voltage. If crew or observer

are used, instructions can be given on how to initiate RTH in the event of pilot incapacitation.

Aircraft incursion

If another aircraft is seen and appears to be entering or approaching the operating area the

RP should descend the UAS until it is clear there is no risk and may then continue the

operation or land in the take- off area and wait if necessary. If possible “AIRCRAFT” warning

should be given.

Propeller or motor failure

On loss of a propeller or motor it is likely the UAS will enter uncontrolled descent. In this

case the priority is the safety of the public, client and crew so the key mitigation is avoiding

the presence of crew or public immediately below the flight path. If possible the “HEADS”

warning should be given.

Total electronic failure

If this occurs it is likely that the UAS will enter uncontrolled descent. If possible the “HEADS”

warning should be given. If injury occurs it should be ascertained if emergency services are

needed and first aid carried out as necessary. As soon as is appropriate the UAS must be

made safe by disconnecting the flight battery. Once the situation has been dealt with the

incident must be logged and reported appropriately.


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“Fly-away”

Fly away is heavily mitigated by the distance limiting feature of the DJI flight controller. The

RP should ensure that an appropriate maximum distance and height are programmed for

each operation up to a maximum of 500m horizontally and 400 feet (122m) from the surface.

In the event of a “fly-away” the RP should attempt to regain control:

Attempt atti mode flight

Attempt RTH

Attempt to force failsafe by turning off transmitter

Turn transmitter back on and if appropriate attempt to cut motors (CSC)

If above fails, log the direction, speed, altitude and estimated flight time of the UAS and

immediately contact the Police and local ATC to inform them. If safe to do so the UAS

should be tracked until it lands under second-level low battery protection.

Fire in the air

If control is still possible, attempt to land the aircraft away from crew and on a non-

flammable surface. Follow procedures below.

Fire on the ground

Allow the battery fire to burn out.

Prevent the spread of flame if necessary using the fire extinguisher/blanket. Avoid smoke

inhalation as the smoke is toxic.

If necessary contact fire services.


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F11: Incident management

In the event of an incident the RP should follow the procedures below. In the event of injury,

the casualty is the priority. If necessary, emergency services should be contacted.

In the event of an incident causing injury or fatality

Stage Item Check

1 Make the UAS safe by removing flight battery if possible

2 Administer first aid as necessary

3 Contact emergency services if necessary

4 Any injured person remains the priority until they are stabilized and if

necessary paramedics have control

5 Take witness statements if appropriate

6 Photograph the scene to show position of the UAS

7 Ensure any footage is retained to show as evidence


9 Log the details of the accident and report as necessary

In the event of an incident not causing injury

Stage Item Check


2 Monitor flight battery for swelling and/or fire





After any accident or incident the RP should ensure that all appropriate logs are completed

and that, if appropriate, the incident is reported. No further flights should be carried out until

the cause of the incident is established and any risk of re-occurrence is mitigated.

A mandatory occurrence report can now be raised online at:




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Section M: Maintenance File

(This section can be omitted from field files) M1: Full specification

FLIGHT TIME

20 minutes; 15 minutes with payload

RANGE

.6 miles (1km)

MAX SPEED

55 mph (89 km/h)

MAX ASCENT SPEED

10 m/s in Stabilized mode; 5 m/s in FLY mode

MAX PAYLOAD

800g

MAX ALTITUDE

400 ft (122m) from the surface per CAA regulation, user adjustable

MOTORS

880 kV

PROPELLERS

10 in. (24cm) diameter 4.5 in. (144cm) pitch self-tightening; glass-reinforced nylon propellers

AUTOPILOT SOFTWARE

APM on Pixhawk 2

HD MEDIA LINK

3DR Link secure Wi-Fi network

RADIO FREQUENCY

2.4 GHz

WEIGHT

3.3 lbs. (1.5 kg) / 3.9 lbs. (1.8 kg) with GoPro® and Solo Gimbal

DIMENSIONS

10 in. tall (25 cm), 18 in. (46 cm) motor-to-motor


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FLIGHT BATTERY

5200 mAh 14.8V DC Lithium Polymer

BATTERY CHARGE TIME

~1.5 hours

CONTROLLER BATTERY

2600 mAh 7.2 Vdc Rechargeable Lithium Ion

Solo Controller

Inspired by video game controllers, Solo's ergonomic Controller was designed specifically for

aerial photography.

General

• HD video to your iOS and Android device

• Mounts iPad Mini and smaller mobile devices

• WiFi connectivity with 0.6 mi (1km) range

• HDMI output to TV or head mounted displays

• Optional neck strap

• Rechargable, swappable battery

• Flight control

• Color LCD display

• Haptic alerts and feedback

• High quality joysticks

• Customizable button mappings

• Pause (Air Brake)

• Return home with Rewind™

• One button Takeoff and Land

• Camera Control

• Precision camera tilt control

• Preset camera positions

• Start and stop recording

GoPro® with Solo 3-Axis Gimbal

• Professionally stabilized aerial video (to within 0.1 degrees of pointing accuracy)

• First 3-axis gimbal in the world to offer in-flight GoPro® control (via free mobile app)

• Compatible with GoPro® HERO3+ Black and HERO4

• Live HD video direct from GoPro® to iOS and Android mobile devices

• Powers GoPro® battery during flight

• Integrated HDMI output for live HD streaming to virtually any screen

• Includes quick start guide and screwdriver for easy GoPro® installation

• Automates camera for Solo’s Smart Shot cinematic flight modes


DTQRH3.2 29/01/2020

• Take control or let the Solo Gimbal do the work with auto and manual tilt modes

• Includes sunshade to reduce glare and lens flare

Solo App Overview

Solo App is the simplest way to control a drone. Enjoy crystal clear HD video to frame your

shots manually, or use one of Solo’s automated Smart Shots to capture professional content

effortlessly.


DTQRH3.2 29/01/2020

M2: Aircraft-Specific Maintenance details

Maintenance

This section covers basic operational maintenance procedures for Solo. For repairs not

covered in this manual, contact 3DR Support or an authorized Solo Service Center.

Solo’s exterior components are designed to absorb impact from hard landings and protect

the core electronics. If damage is sustained to Solo’s legs or motors, replace them with

official 3DR parts from store.3dr.com or an authorized retailer. 3DR offers an extended

controller battery upgrade with double the capacity so you can fly longer between charges.

Before opening the battery bay or performing any maintenance on Solo, always ensure that

Solo is powered off with the battery removed.

Controller Battery Replacement

To replace the controller battery, open the battery door on the back of the controller.

Remove the foam block and disconnect the battery from the port in the side of the battery

compartment. To install a battery, connect the battery to the controller, and, for standard-size

controller batteries, use the foam block to pad the empty space in the compartment. For

information on safely storing spare controller batteries, see Section 4.10.

Calibrations

Use the Solo app to perform compass and level calibrations when prompted by the

controller. Remove Solo’s propellers before performing calibrations.

Compass Calibration

To calibrate Solo’s compass, connect the app to Solo Wi-Fi, go to Settings > Solo and select

Compass Calibration. Ensure that Solo and the controller are powered on with the propellers

removed. Solo requires an interference-free environment for compass calibration, so ensure

that you are away from metal buildings, reinforced concrete, or other metal structures before

starting calibration.

The app prompts you to rotate Solo end-over-end multiple times until the bar at the top of the

screen is completely green. If the calibration fails, move to a different location and try again.

Level Calibration

A level calibration zeroes Solo’s accelerometers to recognize static states. To perform a

level calibration, remove the propellers from Solo and connect the app to Solo Wi-Fi. Go to

Settings Solo and choose Level Calibration from the list, and follow the prompts to place

Solo perfectly still on each side in turn. In each step, wait a few seconds after moving Solo to

press Next.


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Pairing the Controller

Turn off the Solo and the controller that you want to pair, along with any other Solos and

controllers nearby. Power on the Solo and controller that you want to pair.

Wait 30 seconds for Solo and the controller to fully boot up.

Identify the Pair button underneath Solo. It’s a small button inside the hole labeled Pair.

You’ll need to use a paper clip, a small screwdriver, or another similar tool to push it.

Press the Pair button underneath Solo and hold for one second.

When the controller detects Solo, it prompts you to accept the pairing request as seen in the

screen below. (If the controller does not detect Solo after thirty seconds, try pressing the Pair

button underneath Solo again and repeat as needed.)

Press A, then B and hold both buttons down. Once the controller vibrates, release the

buttons. Within 20 seconds, the Controller displays “Solo Paired.”

Legs

Solo uses three unique types of legs: two legs with an antenna module (#1 and #2), a leg

with no electronic components (leg #3), and a leg with a compass module (leg #4).

Leg #3

To replace a standard leg, use a #2 Phillips screwdriver to remove the two screws, detach

the old leg, and attach the new leg using the provided screws.

Legs #1 and #2 with Antennas

To replace a leg with an antenna module where the existing antenna is physically intact,

you’ll need to remove the antenna from the old leg before replacing it.

To detach the antenna, remove the plastic sheet from the leg (1) and detach the antenna

from the Velcro by carefully pulling the cable (2). Follow the standard leg replacement

procedure to detach the old leg (3).

Attach the new leg by threading the antenna cable through the notch in the top of the leg (1)

and securing the leg using the provide screws (2).

To secure the antenna to the new leg, use the provided Velcro to attach only the yellow-

backed Velcro strip to the Velcro on the antenna. Then remove the backing and attach the

Velcro and antenna to the inside of the leg, placing the tip of the antenna five mm from the

edge of the rubber foot (1) as shown in the following illustration. Fold the ends of a provided

plastic sheet at right angles (2), remove the adhesive backing, and stick the plastic sheet to

the leg so it secures the antenna in place (3).


DTQRH3.2 29/01/2020

Leg #4 with Compass

Solo’s right-rear leg (#4) contains the compass module. Start by detaching the leg from the

arm as you would a standard leg, but the leg will not be removable until you disconnect the

compass from Solo. To access the compass connector, you’ll need to remove the battery

tray from Solo. For battery tray removal instructions, see Section 10.5.

With the battery tray removed, locate the compass connector in the corner of the board

closest to the leg being replaced. Disconnect the compass connector from the board by

holding down the tab on the far side of the connector and lifting up the connector. Because

the space between the arm and the connector is limited, it might help to use a screwdriver to

press the tab.

With the compass disconnected, remove the old leg and cable from Solo. Place the new leg

into position and thread the new compass cable through the arm where it can connect to the

board. Connect the compass connector in the same place as the old compass.

Secure the new leg in place and replace the battery tray.

Battery Tray

The battery tray holds the battery and GPS in place, and allows you to access the main

electronics bay. This section covers how to remove to tray to access the interior of Solo.

GPS Cover

The GPS cover is the flat, black end cap in front of the battery tray. To remove the GPS

cover, use your fingernails (1) to release the side clips outward. Next, lift slightly while

pushing forward (2) to pop the cover off completely.

: GPS Cover Removal

Battery Tray Removal

To detach the battery tray and access Solo’s main electronics bay, use a small Philips

screwdriver to remove the seven screws securing the battery tray to Solo.

The battery tray is still connected to Solo via the GPS cable, so carefully lift out the tray just

enough to access the board beneath.

Motor Mods

Replacement motors are available as clockwise and counterclockwise Motor Pods. Use a

counterclockwise Motor Pod to replace motors #1 and

#2, and use a clockwise Motor Pod to replace motors #3 and #4. Replace motor pods after

every 150 hours of flight or when they can no longer turn smoothly.

To replace a Motor Pod, first use a small, flat prying tool to remove the LED cover form the

underside of the arm.

Use a #2 Phillips screwdriver to remove the four screws securing the pod to the arm.


DTQRH3.2 29/01/2020

Disconnect the wide beige connector, the red wire and the black wire to remove the old

motor pod. To remove the wide beige connector (DF13), carefully lift the edges of the

connector away from the pod until they pop out, then remove the connector. Don’t pull on the

wires! The connector can break easily you use force to remove it.

Connect the three cables from the arm to the new motor pod. Tuck the cables inside the arm

and set the new pod into place.

Turn over Solo and secure the new motor pod into place using the four provided screws. Do

not reuse the screws from the old Motor Pod. Finally, snap the LED cover back into place.

Factory Reset

Performing a factory reset restores Solo and the controller to their state prior to the first flight

update. Use a factory reset if you forget your Solo Wi-Fi password or need to restore Solo’s

factory settings.

Contact customer support before performing a Factory Reset. This procedure can cause

irreparable damage to Solo.

Step 1: Reset the Vehicle

As part of the reset procedure, Solo is un-paired from the Controller. Start by powering off

Solo. Use a paper

clip or similar tool to press and hold Solo’s Pair button while powering on Solo. (Make sure

you feel the Pair button click down underneath the paper clip to verify you have properly

activated the Pair button.) Continue holding the Pair button for at least 15 seconds.

Below the Accessory Port and adjacent to the Pair button is a small orange LED Pair

indicator light. Once this light starts flashing rapidly (strobing about five times per second),

release the Pair button.

Step 2: Reset the Controller

Start with the Controller powered off. Hold the Power and Fly buttons simultaneously until

you see the controller-updating display. The Controller then restarts, taking up to five

minutes, and then the screen turns off for one minute.

When the Controller reset is complete, you will see one of these two completion screens:

As the vehicle reset nears completion, the lights under the arms change between many

different colors, followed by a sequence of beeps. When the lights stop changing color, the

reset is complete. Upon completion, the lights freeze on their current colors, so they might all

be the same or different colors.

Step 3: Reboot Solo and the Controller

While rebooting, Solo emits its regular startup tones. The lights underneath Solo’s arms also

light up green and change to white in the front and red in the back. If you do not hear and

see these signals, then reboot Solo again. If the lights change colors now, then the vehicle is


DTQRH3.2 29/01/2020

still resetting. Let Solo finish resetting and then reboot Solo again once the lights stop

changing colors.

After you reboot the controller, it displays the Preflight Update or Waiting for Solo screen.

Step 4: Pair Solo and the Controller

For instructions on pairing Solo and the Controller, see section 10.3.

Step 5: Update your system

For instructions on updating your system, see section 2.6.4. The Factory Reset procedure is

now complete.


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DJI Inspire 2


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Section Content

F Field File





F5 Battery management







M Maintenance File




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The DJI Inspire 2 is produced by DJI. It is a quadcopter with interchangeable camera

payload and is supplied with the X4S or X5S camera. It is piloted using a dedicated

transmitter in conjunction with either manufacturer or third-party APPs that may be accessed

using an Android or iOS tablet or phone. The DJI Inspire 2 features retractable landing gear.



DJI Inspire 2: https://www.dji.com/inspire-2/info#specs

User Manuals

DJI Inspire 2: https://www.dji.com/inspire-2/info#downloads



Maximum wind speed 10m/s - 22.4mph - 19.4kt

Maximum service altitude 8200 feet AMSL (2500m)

Maximum aircraft speed 26m/s – 58mph – 50.4kt

Temperature range -20oC to +40oC

Maximum ascent rate in hover 6m/s – 19.7ft/s

Maximum descent rate in hover 4m/s – 13.1ft/s

Maximum take-off mass (MTOM) 4Kg

Flight time 23-27 minutes (camera dependent)

https://www.dji.com/inspire-2/info#specs

https://www.dji.com/inspire-2/info#downloads


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The DJI Inspire 2 is a quadcopter. As a result, there is no redundancy in the event of

propeller or ESC failure and the aircraft is likely to enter uncontrolled vertical descent.


Battery details for the DJI Inspire 2 are as follows:

Item Detail


Number required for

flight

2

Battery capacity TB50: 4280mAh

Battery voltage TB50: 22.8V

Watt hours TB50: 97.58Wh

Charger type DJI smart charger




Additional instructions Batteries must be periodically discharged to below 5% as

directed within the DJI app. The charger should only be set up

by a crew member who is familiar its use and the battery being

charged should be monitored. Lithium-polymer batteries can

become unstable. The two main causes of this are damage

during a crash and improper charging. Any battery that is

noticeably swelling should be placed in a safe place. There

have been occasions when lithium polymer batteries have

burst into flame. If a battery is involved in a crash, it should not

be used for the remainder of the operation until it has been

checked by the Technical Manager even if it appears

undamaged and the UAS is operational.


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Item Check







Tablet/phone Present, charged, correct apps installed and functional

USB cable Present, functional

Laptop Present, charged

PPE Present


Anemometer Present


First aid kit Present and stocked where needed


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Stage Item Check

1 Ensure all crew members and participants are briefed


3 Power transmitter and ensure APP initiates


5 Power Inspire 2 (propellers off) and exit case mode - Power off

6 Attach camera and ensure secure



9 Check sonar sensors and optical flow system clean






15 Power aircraft

16 Check Tx and AV signal strength (APP)

17 Carry out compass calibration if necessary


19 Check flight mode (P, A, F)

21 Check GPS strength (APP)

22 Check battery level, cell balance and low battery settings (APP)

22 Check home point is correct (APP)

23 Check failsafe settings appropriate to operation (APP)

24 Ensure all crew members and participants are ready


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Stage Item

Start-up procedures


2 Use combined stick command to start motors



Take-off procedures




Flight procedures





Landing procedures








18 Turn off UAS

19 Call “safe”


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Stage Item Check




4 Remove and store camera

5 Return aircraft to case mode






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RPs should take the time to review this section before flight and to understand the


10.1: Mitigation Measure - DJI failsafe

This UAS uses the DJI failsafe return-to-home system. In the event of Tx signal loss it will


hover for 3 seconds

ascend to user defined height (or remain at current height if already above defined height)

move to a position over the “home” point

descend at a rate of 0.5 m/s and auto-land

switch off motors after 3 seconds


This procedure can also be initiated from the APP or by holding the return-to-home (RTH)

button on the Tx.

10.2: Mitigation Measure – DJI geofencing

All DJI systems can be restricted to preset distance limits to reduce the risk of fly-away. It is



10.3: Crew warning






In the event of loss of control frequency, including Tx failure or Tx battery failure, the

aircraft will enter failsafe as described above. At this point it is the responsibility of the

RP/crew to maintain the take-off area clear.




treated as a fly-away as described below. Once the aircraft is safely recovered, the cause

of the interference should be investigated and reported appropriately.


DTQRH3.2 29/01/2020





should be given.

Remote Pilot incapacitated


remain in hover and descend vertically to land under low battery voltage. If crew or

observer are used, instructions can be given on how to initiate RTH in the event of RP

incapacitation.

Aircraft incursion

If another aircraft is seen and appears to be entering or approaching the operating area

the RP should descend the UAS until it is clear there is no risk and may then continue the

operation or land in the take-off area and wait if necessary. If possible “AIRCRAFT”








If this occurs it is likely that the UAS will enter uncontrolled descent. If possible the

“HEADS” warning should be given. If injury occurs it should be ascertained if emergency

services are needed and first aid carried out as necessary. As soon as is appropriate the

UAS must be made safe by disconnecting the flight battery. Once the situation has been

dealt with the incident must be logged and reported appropriately.


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“Fly-away”

Fly away is heavily mitigated by the distance limiting feature of the DJI flight controller.

The RP should ensure that an appropriate maximum distance and height are programmed

for each operation up to a maximum of 500m horizontally and 400 feet (122m) from the

surface.



Attempt RTH






Fire in the air



Fire on the ground






DTQRH3.2 29/01/2020





Stage Item Check




4 Any injured person remains the priority until they are stabilized and

if necessary paramedics have taken control






In the event of an incident not causing injury or fatality

Stage Item Check







After any accident or incident, the RP should ensure that all appropriate logs are completed







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M1: Full specification


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The following checks should be carried out every 200 flights or 50 flight hours. This is in

addition to regular checks carried out during operations.

Battery checks Checked

Check all batteries for damage or deformities

Check battery connections are clean

Check Inspire 2 battery connectors are clean

Check battery casing

Check battery compartment for damage and debris

Check battery health using appropriate app

Airframe checks Checked

Confirm all screws are adequately tightened

Check airframe for cracks or damage

Check around motor mounts for hairline cracks (close observation)

Check landing gear is secure and functional

Clean airframe if appropriate

Motor and propeller checks Checked

Check motors are firmly attached

Check for bearing movement (clicking when moving motor bell)

Remove propellers and run motors briefly. Check there is no excessive

vibration

Check motor bell for deformities

Check propellers for chips, stress lines and tip wear


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IMU check Checked

Use the DJI Go 4 App to check IMU calibration

Place the aircraft on a flat, stable surface and run advanced IMU

calibration

Control and Video transmission system checks Checked

Check 4 antennae in landing gear are secure and free from bending or

damage

Check transmitter antennae for damage

Check all sticks and switches are secure and functional

Clean transmitter if necessary

Camera and gimbal checks Checked

Check gimbal mounts and retainers

Check for resistance to movement when unpowered

Confirm gimbal self-stabilises fully when powered

Ensure camera lens is clean and free from dust

Vision positioning system checks Checked

Check and clean downward facing camera

Check and clean all sonar and visual sensors


DTHQRH3.2 29/01/2020


Sensefly eBee RTK


DTHQRH3.2 29/01/2020

Amendment Record

Section Content

F Field File




F4 Likely outcome of failure of motor, propeller or ESC







M Maintenance File


M2 Emotion2 software information



DTHQRH3.2 29/01/2020



The eBee-RTK (manufactured by Sensefly) is a fixed wing SUA in the <7kg class. The system flies

on auto pilot after a flight plan is developed and uploaded to the SUA using the eMotion software.

RTK-GPS positioning allows for highly accurate drone locations. A remote control is supplied in case

of emergencies as well as several auto pilot safety features such as immediate home and immediate

land. A single battery powered rear facing propeller provides propulsion. The eBee is

F2: Link to full specification and manual Full aircraft specifications https://www.sensefly.com/fileadmin/user_upload/sensefly/documents/brochures/eBee_RTK_en.pdf User Manuals https://www.manualslib.com/manual/1255561/Sensefly-Ebee-Rtk.html



Maximum take-off mass 0.75kg

Maximum wind speed 45kmh – 27.9mph – 24.3kt – 12.5m/s

Maximum service altitude 1000m AMSL

Maximum aircraft speed 90kmh – 5.9mph – 48.6kt – 25m/s

Operating Temperature range Maximum +35oC

Wingspan 9600mm

Flight time Maximum 40 minutes


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F4: Likely outcome of failure of motor, propeller or ESC

The eBee RTK is a fixed wind drone, therefore failure of a propeller is likely to lead to a glide to

land. Manual control of ailerons may allow some control of descent.


Item Check







Tablet/phone Present, charged, correct APPs installed and functional


Laptop Present if appropriate and charged

PPE Present


Anemometer Present




DTHQRH3.2 29/01/2020


Stage Item Check

1 Connect radio modem to tablet

2 Power on tablet

3 Set up RTK base station if required

4 If required connect base station to tablet

6 Remove Ebee from carry case:

7 Check the foam central body and wings for cracks or other damage

8 Verify that the pivot probe is properly attached to the airframe and that the

holes in the probe are free of obstructions

9 Verify that the ground sensor is free of obstructions and that the sensor’s lens

is clean

10 Verify that the wing struts are not split or damaged in any way

11 Verify that the tubes within the Central Body that hold the wing struts are not

cracked or damaged in any way

13 Ensure the ailerons are correctly connected to the servo mechanism

14 Remove battery from camera

15 Check SD card inserted in camera

16 Insert camera into ebee and connect camera

17 Ensure camera cover secure

18 Insert and connect battery

19 Ensure camera cover secure

20 Load Emotion2 on tablet

21 Connect to drone using emotion2

22 Check battery levels in emotion2

23 Check GPS signal on phone and in emotion2

24 Check mobile phone signal (for emergencies)

25 Define mission parameters or load from file in emotion2

26 Check failsafe settings appropriate to operation (in emotion2)

27 Upload flight plan and settings from emotion2 to eBee


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28 Conduct pre-flight briefing for crew

29 Ensure all participants are ready


DTHQRH3.2 29/01/2020


Stage Item

Start-up procedures

1 Ensure emotion connected and eBee status “idle and ready to take off”

2 Final 360 check of take-off area, call “ready to take off”

3 start the eBee motors by holding with nose facing away from the pilot, in the direction of the

take-off path, and shake backwards and forwards three times.

4 Ensure motor is running

Take-off procedures

5 Hold Ebee at chest height

6 Call “taking off”

7 Step forward and release eBee

Flight procedures





Landing procedures

12 After mission eBee returns to home waypoint to prepare for automatic landing.



15 Allow eBee to land automatically

16 Ensure landing area remains clear until eBee on ground and shut down



18 Turn off UAS by removing battery

19 Call “safe”


DTHQRH3.2 29/01/2020


Stage Item Check

1 Check propellers for damage and fold








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F9: Emergency Procedures Pilots should take the time to review this section before flight and to understand the procedures to implement in different emergency situations.

9.1: Mitigation Measure - eBee failsafe return to home The eBee has a variety of internal return to home waypoint procedures whereby the eBee returns to the home waypoint and holds position to await further commands when:

a) eBee goes beyond 500m operating radius from home waypoint b) strong winds are detected c) low power detected d) loss of link to tablet for 30s e) Poor GPS/GLONASS coverage f) Camera malfunction detected

Additionally, in the case where ground is detected the eBee will seek to climb unless in a landing sequence. 9.2: Mitigation Measure – eBee land now

In the case of a critical failure where the drone’s ability to fly is compromised (e.g GPS

signal loss or detection of empty battery) the SUA will land immediately based on an in-

built procedure.

9.3 Mitigation measure – in-built emergency commands

There are 5 emergency procedures built into the eMotion software that controls the eBee RTK.

There are additionally 4 other procedures that may be useful in an emergency situation.

The emergency procedures are:

• Land now: the SUA immediately initiates a circular landing around a 30m radius waypoint

at its current location.

• Abort landing: if the landing process looks unsafe after landing has been initiated, the abort

landing command climbs to a defined safe altitude and circles waiting for further commands.

• Roll: the SUA performs a roll along a linear flight path and then resumes its mission. This

command is most useful to protect the drone from attack from bird of prey.

• Fast climb: the SUA climbs suddenly with full thrust approximately 40m and then gradually

descends to initial altitude.

• Fast descent: the SUA enters a spinning dive leading to a loss of 15-30m of altitude before

gradually climbing. This should only be used when the aircraft is flying above 40m.

Additional in-built procedures which may be useful in an emergency are:

• Hold position: the SUA starts to circle about its current position until given further

commands

• Go land: SUA flies to the home waypoint and initiates landing procedure

• Go start waypoint: SUA flies to the start waypoint, circles and waits for further commands

• Go home waypoint: SUA flies to the home waypoint, circles and waits for further commands


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For emergencies needing further avoidance, the autopilot can be overridden and manual control of

the SUA activated. A remote control can then be used to control the SUA: assisted manual control

will be used whereby the remote control changes direction, height and speed rather than the

thrust, ailerons and elevator directly. Manual control will only ever be used in the last resort.

9.4: Crew warning






In the event of loss of control link the eBee will return to the home waypoint. At this point the

manual remote control can be turned on to safely land the eBee


In the event of interference with the control frequency, it is highly likely that the aircraft will enter

failsafe and return to base. If that is not the case then the incident should initially be treated as a

fly-away as described below. Once the aircraft is safely recovered, the cause of the interference

should be investigated and reported appropriately.


In the event of power loss to the motors, the eBee will attempt to land immediately, the aircraft

may crash. As a result it is important that the area below the aircraft is maintained clear and that

people in the area are aware of the potential risk. If possible the “HEADS” warning should be

given.

Pilot incapacitated

In the event of the RP becoming incapacitated whilst the UAS is in flight the aircraft will remain

in hover and descend vertically to land under low battery voltage. If crew or observer are used,

instructions can be given on how to initiate RTH in the event of pilot incapacitation.

Aircraft incursion

If another aircraft is seen and appears to be entering or approaching the operating area the RP

should turn to manual remote control and descend the UAS until it is clear there is no risk and

may then continue the operation or land in the take-off area and wait if necessary. If possible

“AIRCRAFT” warning should be given.


On loss of a propeller or motor it is likely the UAS will enter uncontrolled descent. In this case the

priority is the safety of the public, client and crew so the key mitigation is avoiding the presence

of crew or public immediately below the flight path. If possible the “HEADS” warning should be

given.



DTHQRH3.2 29/01/2020

If this occurs it is likely that the UAS will enter uncontrolled descent. If possible the “HEADS”


needed and first aid carried out as necessary. As soon as is appropriate the UAS must be made

safe by disconnecting the flight battery. Once the situation has been dealt with the incident must

be logged and reported appropriately.

“Fly-away”

Fly away is heavily mitigated by the distance limiting feature of the emotion2 software. The

RP should ensure that an appropriate maximum distance and height are programmed for

each operation up to a maximum of 500m horizontally and 400 feet (122m) altitude.


1) Attempt to force manual control by turning on remote control and using to land aircraft

2) Attempt to force return to home failsafe by turning off transmitter

3) Turn transmitter back on and if appropriate attempt to cut motors (CSC)


immediately contact the Police and local ATC to inform them. If safe to do so the UAS should be

tracked until it lands under second-level low battery protection.

Fire in the air

If control is still possible, attempt to land the aircraft away from crew and on a non-flammable

surface. Follow procedures below.

Fire on the ground






DTHQRH3.2 29/01/2020

F10: Incident management In the event of an incident the RP should follow the procedures below. In the event of injury, the casualty is the priority. If necessary, emergency services should be contacted.


Stage Item Check




4 Any injured person remains the priority until they are stabilized and if necessary paramedics have taken control







Stage Item Check







After any accident or incident the RP should ensure that all appropriate logs are completed and that, if appropriate, the incident is reported. No further flights should be carried out until the cause of the incident is established and any risk of re-occurrence is mitigated.

A mandatory occurrence report can now be raised online at: http://www.aviationreporting.eu/



DTHQRH3.2 29/01/2020

Section M: Maintenance File (This section can be omitted from field files)

M1:Ebee - Full specification eBee RTK includes:

• eBee RTK body (inc. all electronics & built-in autopilot)

• Pair of detachable wings

• WX still camera (inc. SD card, battery, USB cable & charger)

• GNSS antenna

• 2.4 GHz USB radio modem for data link (inc. USB cable)

• Four lithium-polymer battery packs & charger

• Spare propeller

• Carry case with foam protection

• Remote control & accessories (for safety pilots)

• User manual

• eMotion software download key HARDWARE

Technical Details

Manufacturer Make & Model SenseFly

Type of SUV Fixed-wing

Serial Number ER-02-22203

Wingspan 96cm

Wing area 0.25m2

Take-off weight (standard camera) 0.73kg

Maximum take-off weight 0.75kg

Motor details 1 160W brushless DC motor

Ground modem frequency 2.4 GHz

Ground modem radio link range 3km

Ground modem certification FCC Part 15.247, IC RSS210, CE

Remote control frequency 2.4 GHz

Remote control range 1km

Remote control certification CE, FCC

Cruise speed 40-90km/h

Wind resistance Up to 45km/h

Maximum flight time 40 minutes


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Battery Size 12.6V (3 x 4.2V Cells)

Number of Batteries 1

GPS Unit 226 channel, GPS:L1,L2, GLONAS: L1,L2,

20Hz

Payload Link N/A

Camera Make & Model WX (18.2 MP)

SOFTWARE Flight planning & control software (supplied): eMotion Image processing software (optional): Pix4Dmapper Pro OPERATION Automatic 3D flight planning: Yes Cruise speed: 40-90 km/h (11-25 m/s or 25-56 mph) Wind resistance: Up to 45 km/h (12 m/s or 28 mph) Maximum flight time: 40 minutes Maximum coverage (single flight): 8 km2 Automatic landing: Linear landing with ~ 5 m (16.4 ft) accuracy Multi-drone operation: Yes Ground control points (GCPs) required: No Oblique imagery: 0 to -50° RESULTS Ground sampling distance (GSD): Down to 1.5 cm (0.6 in) / pixel Absolute horizontal/vertical accuracy (no GCPs): Down to 3 cm (1.2 in) / 5 cm (2 in)


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M2: Emotion2 software information

The Emotion2 software allows for flight planning and control.

Full instructions are kept on the Seacams2 server under \Seacams2\drone\manuals


DTHQRH3.2 29/01/2020

M3: Aircraft-Specific Maintenance details Following the maintenance instructions for the eBee RTK, Operators (Pilots) must ensure that the aircraft continues to offer optimal performance and to ensure flight safety. It is recommended that comprehensive maintenance be performed after every 200 flights or 50 flight hours. This manual is intended to help users maintain their aircraft and maximize its continued reliability.


Check battery for damage or deformities


Check internal power connectors are clean


Check inside battery compartment for damage and debris




Visually and gently tug check exposed wiring



Check motor spins freely and insure no obstructions, clear by blowing air through motor if necessary.

Check propeller properly interfaced with motor

Check rubber band attachment for damage


IMU check Checked

Switch the eBee RTK on by connecting the battery and connect to eMotion

Put the drone on a flat surface (typically an office floor) and check that the artificial horizon is level

Place drone in different orientation and ensure artificial horizon displays corresponding orientation

Barometric pressure sensor checks Checked


Move the drone from floor to held above head (2m height difference)

Check altitude in status apnel of emotion varies the same amount.

Air speed sensor checks Checked

Visually check pitot tube, that it is properly fixed to the airframe and that both tubes are not damaged and the holes free from obstructions


Gently blow into front opening of pitot tube

Check air speed displayed on vertical bar left of artificial horizon in emotion

Ground sensor checks Checked

Check lens clean and unobstructed

Clean if necessary


DTHQRH3.2 29/01/2020


SWELLPRO

SplashDrone 3+


DTHQRH3.2 29/01/2020

Section Content

F Field File












M Maintenance File




DTHQRH3.2 29/01/2020


This document is intended for quick reference during operations. Any Remote Pilot (RP) operating

the Swell Pro SplashDrone 3+ must ensure they are fully familiar with manufacturer operating

manuals and the capabilities of the UAS.


The SplashDrone 3+ is produced by Swell Pro. It is a quadcopter with carbon fibre quick fit

propellers and interchangeable camera payload. It is supplied with the waterproof gimbal 4K

camera CG-3, waterproof payload release with HD FPV live video PL-2. The SplashDrone 3+

fuselage is made from durable 3mm reinforced ABS to ensure a waterproof seal and is therefore

waterproof and surface buoyant (up to 600mm deep). The SplashDrone 3+ uses 5.8GHz video

transmission using a remote controller (SwellPro S3) and FPV screen.



Swell Pro SplashDrone3+: https://www.swellpro.com/waterproof-splash-drone-info.html

User Manual

Swell Pro SplashDrone3+: Available on request from Anouska Mendzil – PDF version only.



Maximum wind speed Typical Maximum = 8m/s (11-16knots) Typical Gusts = 12m/s (22-27Knots)

Maximum flight altitude 200m (GPS) / 1.3km (ATTI)

Maximum aircraft speed 26m/s – 58mph – 50.4kt

Temperature range -10oC to +40oC

Hovering precision ±0.5 meter

Maximum take-off mass (MTOM) 3 Kg

Drone weight (without battery) 1.4 Kg

Max payload capacity 1 Kg

Flight time 20-23 minutes (per charge)

https://www.swellpro.com/waterproof-splash-drone-info.html


DTHQRH3.2 29/01/2020


The Swell Pro SplashDrone3+ is a quadcopter. As a result, there is no redundancy in the event of

propeller or ESC (40A) failure and the aircraft is likely to enter uncontrolled vertical descent.


Battery details for the SplashDrone 3+ are as follows:

Item Detail

Battery type High Voltage Lithium Polymer Battery 4S 15.2V 5200mAh LiHV battery

Number required for

flight

2 (one battery powers the drone, the other powers the remote

controller).



Battery Weights 561g

Charger type SplashDrone 3+ Battery Charger

Charge instructions Always use the SwellPro approved charger. Do not charge battery

immediately after flight because the battery temperature may be too

high. Site the charger in a safe location on a non-flammable surface.



Additional instructions The charger should only be set up by a crew member who is familiar

its use and the battery being charged should be monitored. Batteries

should be stored in LiPo battery cases. Lithium-polymer batteries

can become unstable. The two main causes of this are damage

during a crash and improper charging. Any battery that is noticeably

swelling should be placed in a safe place and if a battery is to be

disposed of check the manual for safe disposal guidelines and inform

the technical manager. There have been occasions when lithium

polymer batteries have burst into flame. If a battery is involved in a

crash, it should not be used for the remainder of the operation until it

has been checked by the Technical Manager even if it appears



DTHQRH3.2 29/01/2020


Item Check





Camera(s) All present including filters and payloads


Remote Controller Present, charged, latest software installed


Laptop Present, if appropriate and charged

PPE Present

Cordon equipment Present, if appropriate

Anemometer Present




DTHQRH3.2 29/01/2020


Stage Item Check

1 Crew - Ensure all crew members and participants are briefed

2 Weather - Weather check and suitable take-off and landing area cordoned if

appropriate

3 Aircraft – check for damage, wear, tightness of fittings, condition

4 Propeller - Secure propeller and check for damage and stress lines

5 Battery - Insert battery (charged) and securely fit into frame (batteries must

be no lower than 90%). Record pre-flight batter power (%). Check battery

voltage is >16V.

6 Transmitter - Switch on transmitter, check battery %, ensure trims are

neutral and all switches in start-up positions.

7 Camera – Switch on and confirm correct operation

8 Airframe - Ensure aircraft is level on the calibration platform

9 Self-diagnostic - Wait for diagnostic to finish

10 Audio visual monitor - Check function & quality of audio visual link from

camera, check live feed and display is normal and OSD flight data

11 Calibration gyro (if part of set up process) - Calibrate gyro (left

transmitter stick to top left, confirmed with a beep) – refer to manual for set-

up

12 Calibrate accelerometer (if part of set up process) - Write accelerometer

values to EEPROM (left transmitter stick to top right, confirmed with a beep)

refer to manual for set-up

13 Camera gimbal - Test for control and operation and position for take-off

(lens parallel with ground level)

14 Ground station - Switch on and load software (once loaded select "connect

to system")

15 Telemetry link - Ensure telemetry feed is being received and displays are

connected

16 Satellite capture - Monitor satellite capture on screen until satellites are

captured (3d fix will be displayed) – check more than 9 satellites shown

17 GPS position fix - Confirm GPS position fix and confirm strength

18 Flight plan (if used) - Load in flight plan from ground station if required

(beep for each waypoint)

19 Camera - Start recording


DTHQRH3.2 29/01/2020

21 Aircraft alignment - Reposition aircraft in take-off area on level ground

facing into wind

22 Crew – Ensure crew members and participants are ready


DTHQRH3.2 29/01/2020


Stage Item

Start-up procedures

1 Call "starting motors"



4 Call "taking off"

Take-off procedures

5 Arm motors in GPS mode. Push throttle joystick upwards and release throttle when

approx. 1.5 m high. Allow drone to hover to ensure flight stability.



Flight procedures



10 Monitor aircraft status and battery


Landing procedures


13 Call "landing"



16 Slowly pull down on throttle to slowly land to position.


17 Once landed safely, keep throttle down in its lowest position for at least 5 seconds until

the motors have stopped or use the disarm joystick command.

18 Stop recording video before powering down followed by remote controller

19 Call "safe" and turn off UAS


DTHQRH3.2 29/01/2020


Stage Item Check

1 Walk to aircraft, disconnect flight battery pack and call "aircraft safe"

2 Remove the aircraft from the landing area

3 Record pilot, aircraft and battery details in the relevant logbooks

4 Switch off control transmitter

5 Stop recording and switch off camera

6 Check for damage, wear, tightness of fittings, condition and secure fitment of

propellers and secure attachment of camera

7 Remove flight battery from aircraft, check residual battery %, record details in

battery logbook

8 Remove memory card from camera and backup to ground station pc

9 Review images and evaluate with crew and client if required


DTHQRH3.2 29/01/2020


RPs should take the time to review this section before flight and to understand the procedures to

implement in different emergency situations.

There are 3 flight modes on the SwellPro;

1. GPS mode: This mode uses the GPS module to achieve accurate and stabilized hovering, braking, intelligent flight, intelligent return and other intelligent fight mode functions. In this mode, maximum flight speed is 10m/s, maximum ascend speed is 4m/s, and maximum descend speed is 3m/s.

2. Smart Cruise: Specially designed for smooth aerial filming. The turning function of the

left joystick is disabled, and is blended into the right joystick function, to achieve smooth sweeping turns with a single control.

3. ATTI mode: This is a more advanced flight mode which does not use the GPS positioning function but still maintains altitude stabilization. The drone will drift with any wind when hovering and will not brake when the joysticks are released.

10.1: Mitigation Measure –SwellPro Return Home

The SplashDrone 3+ has an Auto return home function if GPS successfully recorded the home point before take-off. If the remote controller and the aircraft loose communication with each other, the drone will automatically return to the take off point and land. The Return Home function can also be manually initiated from the remote controller by using the Return Home switch. A switch must be manually switched on the remote controller to initiate a Return Home function. If the remote controller and the aircraft loose communication with each other, the drone will automatically return to the take-off point and land. During the return process only the right (steering) stick is active. When the drone returns to the home point and commences descent only the left joystick will control direction (heading). At any point the return home function can be cancelled by switching back to normal flight mode.

10.2: Crew warning


DTHQRH3.2 29/01/2020

If at any time the craft descends in an uncontrolled measure the RP should shout "HEADS" to

warn crew members. The briefing should include what action any crew should take on hearing the

shout. The response may vary by operation.



In the event of loss of control frequency, or battery failure, the aircraft will enter return home

mode if GPS is recorded. At this point it is the responsibility of the RP/crew to maintain the take-

off area clear.



return to home mode. If that is not the case then the incident should initially be treated as a fly-

away. Once the aircraft is safely recovered, the cause of the interference should be investigated

and reported appropriately.



vertically. As a result it is important that the area below the aircraft is maintained clear and that

people in the area are aware of the potential risk. If possible the "HEADS" warning should be

given. A visual warning light will flash on the screen if the battery voltage is low and in this

scenario the drone will start auto landing in place. Should it be necessary to prevent the auto-

landing, switch the drone into ATTI mode to regain manual control and land the drone.


In the event of the RP becoming incapacitated whilst the UAS is in flight, if crew or observer are

used, instructions can be given on how to initiate RTH in the event of RP incapacitation i.e.

switch the return home switch on and the drone will land at take-off area.

Aircraft incursion


should descend the UAS until it is clear there is no risk and may then continue the operation or

land in the take-off area and wait if necessary. If possible "AIRCRAFT" warning should be given.


On loss of a propeller or motor it is likely the UAS will enter uncontrolled descent. In this case

the priority is the safety of the public, client and crew so the key mitigation is avoiding the

presence of crew or public immediately below the flight path. If possible the "HEADS" warning

should be given.


If this occurs it is likely that the UAS will enter uncontrolled descent. If possible the "HEADS"


needed and first aid carried out as necessary. As soon as is appropriate the UAS must be made

safe by disconnecting the flight battery. Once the situation has been dealt with the incident must

be logged and reported appropriately.


DTHQRH3.2 29/01/2020

"Fly-away"

The RP should ensure that an appropriate maximum distance and height are programmed for


In the event of a "fly-away" the RP should attempt to regain control:

Attempt ATTI mode flight to gain manual control

Attempt Return to Home function




tracked until it lands under second-level low battery protection.

Fire in the air

If control is still possible, attempt to land the aircraft away from crew and on a non-flammable

surface. Follow procedures below.

Fire on the ground






DTHQRH3.2 29/01/2020


In the event of an incident the RP should follow the procedures below. In the event of injury, the

casualty is the priority. If necessary, emergency services should be contacted.


Stage Item Check





necessary paramedics have taken control







Stage Item Check






6 Log the details of the accident and report as necessary (Incident logbook)

After any accident or incident, the RP should ensure that all appropriate logs are completed and

that, if appropriate, the incident is reported. No further flights should be carried out until the cause

of the incident is established and any risk of re-occurrence is mitigated. A mandatory occurrence

report can now be raised online at:http://www.aviationreporting.eu/



DTHQRH3.2 29/01/2020


M1: Full specification


DTHQRH3.2 29/01/2020


The following checks should be carried out every 200 flights or 50 flight hours. This is in addition to

regular checks carried out during operations.




Check Inspire 2 battery connectors are clean


Check battery compartment for damage and debris





Check around motor mounts for hairline cracks (close observation)

Check landing gear is secure and functional






vibration



IMU check Checked

Use the software to check IMU calibration if appropriate

Place the aircraft on a flat, stable surface and run advanced IMU calibration



DTHQRH3.2 29/01/2020


damage













DTHQRH3.2 29/01/2020


Bormatec Maja


DTHQRH3.2 29/01/2020

Section Content

F Field File











M Maintenance File




DTHQRH3.2 29/01/2020



The Maja is a 2.2m wing span fixed wing platform made by the German company Bormatec. The

body is constructed from EPP foam and Coroplast making it durable and cost-effective. It is

equipped with a Pixhawk flight controller to carry out autonomous missions programmed in the open-

source software Mission Planner. The Maja is propelled by a single brushless motor in the rear, is

launched by hand and depending on payload weight allows for ~1h flight time.

F2: Link to full specification and manual Full aircraft specifications Bormatec Maja: http://bormatec.com/index.php/en/products/maja User Manuals Bormatec Maja: http://bormatec.com/images/produkte/majabau.pdf



Maximum wind speed 12m/s - 26.8mph – 23.3kt


Maximum aircraft speed 60 mph – 96.6kph

Temperature range -5oC to +50oC (23 - 122 oF)

Maximum climb angle 30% - 16.7° at WOT with MTOM

Maximum take off mass 3.5 Kg

Flight time Approx. 50 minutes with 500g payload

http://bormatec.com/index.php/en/products/maja

http://bormatec.com/images/produkte/majabau.pdf


DTHQRH3.2 29/01/2020

F4: Likely outcome of failure of propeller or ESC In the case of a motor/propeller failure the Maja will glide to the ground due to its large wingspan

and can still be controlled via its steering surfaces. The ESC powers the servo rail on this aircraft

and as result of an ESC failure the aircraft will thereby go into an uncontrolled descend.


Item Check

UAS All components present – no open defects in log




Camera(s) All present


Telemetry module Present, functional



PPE Present


Anemometer Present




DTHQRH3.2 29/01/2020


Stage Item Check

1 Attach wings (connect aileron servos, secure wings with pins)

2 Check airframe and propeller for damage

3 Check camera battery, lens, SD card

4 Turn on camera


6 Check centre of gravity

7 Turn on transmitter

8 Connect battery to power aircraft

9 Plug telemetry module (Rx) into laptop

10 Launch Mission Planner software

11 Connect telemetry via 57600 baud

12 Check location and orientation of aircraft is displayed correctly and home is

set

13 Check battery level, telemetry signal, satellite visibility (Mission Planner)

14 Upload flight path to Pixhawk

15 Arm Pixhawk (button on fuselage)

16 Manually trigger camera via Mission Planner to ensure correct trigger function



19 Set mode to “Manual”

20 Arm engine

21 Manually test engine and surfaces

22 Set mode to “Auto”

23 Pick up aircraft and check for correct behaviour of surfaces in “Auto” mode

24 Ensure all participants are ready and appropriately briefed


DTHQRH3.2 29/01/2020


Stage Item

Start-up procedures

1 Make sure no obstacles are in take-off direction

2 Pick up aircraft


Take-off procedures

4 Run in aircraft direction and throw at 30° angle


Flight procedures





Landing procedures

10 Have aircraft in “Return to Launch”



13 Switch to “FBW” mode


15 Hold throttle down/left to cut motor



18 Disarm Pixhawk

19 Unplug battery

20 Turn transmitter off

21 Call “safe”


DTHQRH3.2 29/01/2020


Stage Item Check

1 Check airframe and propeller for damage







DTHQRH3.2 29/01/2020

F9: Emergency Procedures Pilots should take the time to review this section before flight and to understand the procedures to implement in different emergency situations. 9.1: Mitigation Measure - DJI failsafe This UAS uses “return-to-home” failsafe system. In the event of Tx signal loss it will carry out the following:

g) Abort mission h) Fly towards “home” while descending to user defined height i) Circle home at predefined height until new user input is registered

The UAS can then either be landed or the mission can be resumed (should UAS status allow). This procedure can also be initiated by flicking the mode switch on the transmitter to RTH. 9.2: Mitigation Measure –geofencing The UAS can be restricted to pre-set distance limits to reduce the risk of fly-away. It is

recommended that the distance and height limit are set to the minimum distance required to carry

out each project.

9.3: Crew warning






In the event of loss of control frequency, including Tx failure or Tx battery failure, the aircraft will enter

failsafe as described above. At this point it is the responsibility of the pilot/crew to maintain the take-

off area clear.



failsafe and return to base. If that is not the case then the incident should initially be treated as a fly-

away as described below. Once the aircraft is safely recovered, the cause of the interference should

be investigated and reported appropriately.


In the event of power loss to the flight controller or motors, the aircraft may crash, normally vertically.

As a result it is important that the area below the aircraft is maintained clear and that people in the

area are aware of the potential risk. If possible the “HEADS” warning should be given.

Pilot incapacitated

In the event of the RP becoming incapacitated whilst the UAS is in flight the aircraft will remain in

autonomous mode until the mission is finished or low battery voltage is detected. In both cases the


DTHQRH3.2 29/01/2020

aircraft will at that point go into RTH mode. If crew or observer are used, instructions can be given on

how to initiate RTH in the event of pilot incapacitation.

Aircraft incursion

If another aircraft is seen and appears to be entering or approaching the operating area the RP should

descend the UAS until it is clear there is no risk and may then continue the operation or land in the

take-off area and wait if necessary. If possible “AIRCRAFT” warning should be given.



priority is the safety of the public, client and crew so the key mitigation is avoiding the presence of crew

or public immediately below the flight path. If possible the “HEADS” warning should be given.


If this occurs it is likely that the UAS will enter uncontrolled descent. If possible the “HEADS” warning

should be given. If injury occurs it should be ascertained if emergency services are needed and first

aid carried out as necessary. As soon as is appropriate the UAS must be made safe by disconnecting

the flight battery. Once the situation has been dealt with the incident must be logged and reported

appropriately.

“Fly-away”

Fly away is heavily mitigated by the distance limiting feature of the flight controller. The RP

should ensure that an appropriate maximum distance and height are programmed for each

operation up to a maximum of 500m horizontally and 400 feet (122m) altitude.


4) Attempt RTH

5) Attempt manual mode flight

6) Attempt to force failsafe by turning off transmitter

7) Turn transmitter back on and if appropriate attempt to disarm motors

If above fails, log the direction, speed, altitude and estimated flight time of the UAS and immediately

contact the Police and local ATC to inform them. If safe to do so the UAS should be tracked until it

lands under second-level low battery protection.

Fire in the air

If control is still possible, attempt to land the aircraft away from crew and on a non-flammable surface.

Follow procedures below.

Fire on the ground


Prevent the spread of flame if necessary using the fire extinguisher/blanket. Avoid smoke inhalation

as the smoke is toxic.



DTHQRH3.2 29/01/2020



Stage Item Check










After any accident or incident the RP should ensure that all appropriate logs are completed and that, if appropriate, the incident is reported. No further flights should be carried out until the cause of the incident is established and any risk of re-occurrence is mitigated.


In the event of an incident causing damage

Stage Item Check









DTHQRH3.2 29/01/2020

Section M: Aircraft-Specific Maintenance details The following checks should be carried out every 200 flights or 50 flight hours. This is in addition to regular checks carried out during operations.




Check aircraft internal power connectors are clean







Check under motor mounts for hairline cracks (close observation)

Check surfaces and servos




Check motor screws are tight


Remove propellers and run motors. Check there is no excessive vibration



IMU check Checked

Use Mission Planner to check IMU calibration



Check 4 antennae are secure and free from bending or damage




Camera and trigger checks Checked


Check connection (Pixhawk - trigger - camera)


DTQRH3.2 29/01/2020


DJI Mavic Pro


DTQRH3.2 29/01/2020

Section Content

F Field File




F4 Likely outcome of failure of motor, propeller or ESC








M Maintenance File


M2 Remote Controller LCD Screen Menu Information



DTQRH3.2 29/01/2020


This document is intended for quick reference during operations. Any Remote Pilot (RP)

operating the DJI Mavic Professional must ensure they are fully familiar with manufacturer

operating manuals and the capabilities of the UAS.


The DJI Mavic Pro is produced by DJI. It is one of the smallest quadcopters with a fully

featured stabilised camera, Intelligent flight modes and obstacle avoidance that fits into a

revolutionary folding design. It is piloted using a dedicated transmitter in conjunction with

either manufacturer or third-party apps that may be accessed using an Android or iOS

phone. Thanks to its foldable design the Mavic is smaller, lighter, and easier to carry. Its new

OcuSync transmission system has a longer transmission range and 1080p resolution.



DJI Mavic Pro: https://www.dji.com/mavic/info

User Manuals

DJI Mavic Pro: https://www.dji.com/mavic/info#downloads



Maximum wind speed 10 m/s - 22.4 mph - 19.4 kt

Maximum service altitude 16,404 feet AMSL (5000m)

Maximum aircraft speed 17.9m/s – 40mph – 34.7kt

Operating temperature range 0oC to +40oC

Maximum ascent rate 16.4 ft/s (5 m/s) in Sport mode

Maximum descent rate 9.8 ft/s (3 m/s)

Operating frequency 2.4-2.483 GHz

Maximum take-off mass (MTOM) 743g

Flight time Approx. 24 minutes

https://www.dji.com/mavic/info

https://www.dji.com/mavic/info#downloads


DTQRH3.2 29/01/2020

F4: Likely outcome of failure of motor, propeller or ESC

The DJI Mavic Pro a quadcopter. As a result, there is no redundancy in the event of



Battery details for the DJI Mavic Pro are as follows:

Item Detail


Number required for

flight

1



Watt hours 43.6Wh













burst into flame. If a battery is involved in a crash, it should not





DTQRH3.2 29/01/2020


Item Check










PPE Present


Anemometer Present




DTQRH3.2 29/01/2020


Stage Item Check


1 Attach tablet/phone to transmitter

2 Power transmitter and ensure app initiates


4 Unfold arms and ensure secure

6 Ensure SD card inserted




10 Remove camera cover and retainer


12 Unfold propellers and check for damage and stress lines


14 Power aircraft

15 Check C2C link



18 Check flight mode (P, S)

19 Check GPS strength (app)

20 Check Tx and AV signal strength (app)

21 Check battery level, cell balance and low battery settings (app)

22 Check home point is correct (app)

23 Check failsafe and geofencing set appropriate to operation (app)



DTQRH3.2 29/01/2020


Stage Item

Start-up procedures



3 Use combined stick command or auto take off to start motors


Take-off procedures




Flight procedures





Landing procedures








18 Turn off UAS

19 Call “safe”


DTQRH3.2 29/01/2020


Stage Item Check



3 Remove (and back up) SD card if required

4 Replace camera retainer and cover






DTQRH3.2 29/01/2020







1. hover for 3 seconds

2. ascend to user defined height (or remain at current height if already above

defined height)


4. descend at a rate of 0.5 m/s and auto-land

5. Switch off motors after 3 seconds



button on the Tx.





10.3: Crew warning















DTQRH3.2 29/01/2020





should be given.





incapacitation.

Aircraft incursion

















DTQRH3.2 29/01/2020

“Fly-away”




surface.


8) Attempt atti mode flight if GPS has been lost

9) Attempt RTH


11) Turn transmitter back on and if appropriate attempt to cut motors (CSC)




Fire in the air



Fire on the ground




If necessary, contact fire services.


DTQRH3.2 29/01/2020





Stage Item Check












Stage Item Check







After any accident or incident, the RP should ensure that all appropriate logs are completed



A mandatory occurrence report can be raised online at:




DTQRH3.2 29/01/2020


M1: DJI Mavic Pro - Full specification


DTQRH3.2 29/01/2020


DTQRH3.2 29/01/2020

M2: DJI Mavic Pro - Remote Controller LCD Screen Menu

Information


DTQRH3.2 29/01/2020


DTQRH3.2 29/01/2020


Following the maintenance instructions of most DJI quadcopters, Remote Pilots must ensure

that the aircraft continues to offer optimal performance and to ensure flight safety. It is

recommended that comprehensive maintenance be performed after every 200 flights or 50

flight hours.

This manual is intended to help users maintain their aircraft and maximize its continued

reliability.




Check Mavic internal power connectors are clean
















DTQRH3.2 29/01/2020

IMU check Checked

Use the DJI Go App to check IMU calibration



Check antennae in landing gear are secure & free from bending or damage





Check rubber mounts and retainers

Check gimbal

Check ribbon cables for damage






Check and clean sonar sensors

Ensure connections to aircraft are secure


DTQRH3.2 29/01/2020


DJI Matrice M210/M210 RTK


DTQRH3.2 29/01/2020

Section Content

F Field File












M Maintenance File




DTQRH3.2 29/01/2020



operating the DJI M210 must ensure they are fully familiar with manufacturer operating



The DJI M200 series is produced by DJI and consists of the M200, M210 and M210 RTK. It

is a quadcopter with variable camera payload. It is piloted using a dedicated transmitter in

conjunction with either manufacturer or third-party apps that may be accessed using an

Android or iOS tablet or phone.


Full aircraft specification

DJI M200/M210: https://www.dji.com/matrice-200-series/info#specs

User Manual

DJI M200/M210: https://www.dji.com/matrice-200-series/info#downloads





Maximum aircraft speed 40.3 mph – 64.8kph

Temperature range -20oC to +45oC (-4 - 113 oF)

Maximum ascent rate 5m/s – 16.4ft/s

Maximum descent rate 3m/s – 9.8ft/s

Maximum take off mass 6.14Kg

Flight time Approx. 24 minutes (with full payload)

https://www.dji.com/matrice-200-series/info#specs

https://www.dji.com/matrice-200-series/info#downloads


DTQRH3.2 29/01/2020


The DJI M210 is a quadcopter. As a result there is no redundancy in the event of propeller

failure and the aircraft is likely to enter uncontrolled vertical descent. The M210 has ESC

redundancy so, in the event of an ESC failure, power can be temporarily routed to the motor

directly from the main flight controller. This means the aircraft remains controllable in the

event of ESC failure.


Battery details for the DJI M210 are as follows:

Item Detail


Number required for

flight

2

Battery capacity TB50: 4280 mAh

TB55: 7660 mAh


Watt hours TB50: 97.58 Wh

TB55: 176.93 Wh

Charger type DJI smart charger (IN2C180)

Charge instructions Site the charger in a safe location on a non-flammable

surface. Attach batteries to smart charger. Observe batteries

initially to ensure that charge initiates.









burst into flame. If a battery is involved in a crash it should not





DTQRH3.2 29/01/2020


Item Check










PPE Present


Anemometer Present




DTQRH3.2 29/01/2020


Stage Item Check





5 Attach and secure landing gear

6 Unfold and secure UAS arms

7 Remove camera dust covers, attach and secure camera(s)

8 Ensure camera dampers and wiring secure

9 Ensure SD card inserted

10 Attach and secure batteries







17 Power aircraft

18 Check command and control link



21 Check flight mode (P, S, A)

22 Ensure failsafe and geofencing set appropriate to operation





27 Ensure all participants and crew members are ready


DTQRH3.2 29/01/2020


Stage Item

Start-up procedures





Take-off procedures




Flight procedures





Landing procedures








18 Turn off UAS

19 Call “safe”


DTQRH3.2 29/01/2020


Stage Item Check


Remove and check batteries


3 Remove and pack cameras

4 Remove landing gear

5 Fold aircraft

6 Ensure all ancillary components are turned off




DTQRH3.2 29/01/2020









height)



5. switch off motors


This procedure can also be initiated from the app or by holding the return-to-home (RTH)

button on the Tx.





10.3: Crew warning















DTQRH3.2 29/01/2020





should be given.





incapacitation.

Aircraft incursion









warning should be given. In the event of ESC failure, power will reroute via the flight

controller and should allow a controlled landing.








DTQRH3.2 29/01/2020

“Fly-away”




surface.



Attempt RTH






Fire in the air



Fire on the ground






DTQRH3.2 29/01/2020





Stage Item Check




4 Any injured person remains the priority until they are stabilized and

if necessary paramedics have taken control









A mandatory occurrence report can now be raised online via the ECCAIRS system at:



Stage Item Check









DTQRH3.2 29/01/2020

Section M: Maintenance File.

M1: Aircraft Full Specification


DTQRH3.2 29/01/2020


DTQRH3.2 29/01/2020


DTQRH3.2 29/01/2020


DTQRH3.2 29/01/2020







Check aircraft internal power connectors are clean







Check landing gear connections





Remove propellers and run motors. Check there is no excessive

vibration




DTQRH3.2 29/01/2020

IMU check Checked

Use the DJI Go App to check IMU calibration


calibration







Check gimbal wiring





Ensure FPV camera is clean and functional


Check and clean vision positioning cameras

Check and clean sonar sensors

Ensure connections to aircraft are secure


DTQRH3.2 29/01/2020


DJI Phantom 4


DTQRH3.2 29/01/2020

Section Content

F Field File












M Maintenance File




DTQRH3.2 29/01/2020



operating the DJI Phantom 4 must ensure they are fully familiar with manufacturer operating



The DJI Phantom 4 is produced by DJI. It is a quadcopter with fixed camera payload. It is

piloted using a dedicated transmitter in conjunction with either manufacturer or third-party

apps that may be accessed using an Android or iOS tablet or phone.



DJI Phantom 4: https://www.dji.com/phantom-4/info#specs

User Manual

DJI Phantom 4: https://www.dji.com/phantom-4/info#downloads





Maximum aircraft speed 20m/s - 44.7mph - 38.9kt




Maximum take-off mass (MTOM) 1.38Kg


https://www.dji.com/phantom-4/info#specs

https://www.dji.com/phantom-4/info#downloads


DTQRH3.2 29/01/2020


The DJI Phantom 4 is a quadcopter. As a result, there is no redundancy in the event of



Battery details for the DJI Phantom 4 are as follows:

Item Detail


Number required for

flight

1



Watt hours 81.3 Wh


















DTQRH3.2 29/01/2020


Item Check










PPE Present


Anemometer Present




DTQRH3.2 29/01/2020


Stage Item Check





5 Remove camera retainer

6 Ensure camera gimbal dampers and ribbon cables secure









15 Power aircraft











DTQRH3.2 29/01/2020


Stage Item

Start-up procedures





Take-off procedures




Flight procedures





Landing procedures








18 Turn off UAS

19 Call “safe”


DTQRH3.2 29/01/2020


Stage Item Check




4 Replace camera retainer






DTQRH3.2 29/01/2020









height)



5. switch off motors after 3 seconds



button on the Tx.





10.3: Crew warning















DTQRH3.2 29/01/2020



vertically. As a result, it is important that the area below the aircraft is maintained clear

and that people in the area are aware of the potential risk. If possible the “HEADS”






incapacitation.

Aircraft incursion

















DTQRH3.2 29/01/2020

“Fly-away”

Fly-away is heavily mitigated by the distance limiting feature of the DJI flight controller.



surface.


Call “FLY-AWAY”


Attempt RTH






Fire in the air

Call “FIRE”. If control is still possible, attempt to land the aircraft away from crew and on a

non-flammable surface. Follow procedures below.

Fire on the ground

Call “FIRE”. Allow the battery fire to burn out.





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Stage Item Check












Stage Item Check














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Section M: Maintenance File.

Aircraft Full Specification


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DTQRH3.2 29/01/2020







Check Phantom internal power connectors are clean








Check landing gear is secure






vibration




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IMU check Checked



calibration



damage













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DJI Phantom 4 Professional


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Section Content

F Field File












M Maintenance File




DTQRH3.2 29/01/2020



operating the DJI Phantom 4 Professional must ensure they are fully familiar with

manufacturer operating manuals and the capabilities of the UAS.


The DJI Phantom 4 Professional is produced by DJI. It is a quadcopter with fixed camera

payload. It is piloted using a dedicated transmitter in conjunction with either manufacturer or

third-party apps that may be accessed using an Android or iOS tablet or phone.



DJI Phantom 4 Professional: http://www.dji.com/phantom-4-pro/info#specs

User Manual

DJI Phantom 4 Professional: http://www.dji.com/phantom-4-pro/info#downloads





Maximum aircraft speed 20m/s - 44.7mph - 38.9kt





Operating frequency 2.4-2.483 GHz


http://www.dji.com/phantom-4-pro/info#specs

http://www.dji.com/phantom-4-pro/info#downloads


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The DJI Phantom 4 Professional is a quadcopter. As a result, there is no redundancy in the

event of propeller or ESC failure and the aircraft is likely to enter uncontrolled vertical

descent.


Battery details for the DJI Phantom 4 Professional are as follows:

Item Detail


Number required for

flight

1



Watt hours 89.2 Wh


















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Item Check










PPE Present


Anemometer Present




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Stage Item Check





5 Remove camera retainer

6 Ensure camera dampers and wiring secure









15 Power aircraft











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Stage Item

Start-up procedures





Take-off procedures




Flight procedures





Landing procedures








18 Turn off UAS

19 Call “safe”


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Stage Item Check




4 Replace camera retainer






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Remote Pilots should take the time to review this section before flight and to understand the







height)



5. Switch off motors after 3 seconds


This procedure can also be initiated from the app or by holding the return-to-home (RTH)

button on the Tx.





10.3: Crew warning















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vertically. As a result, it is important that the area below the aircraft is maintained clear

and that people in the area are aware of the potential risk. If possible the “HEADS”






incapacitation.

Aircraft incursion

















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“Fly-away”




surface.



Attempt RTH






Fire in the air



Fire on the ground






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Stage Item Check












Stage Item Check














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Section M: Maintenance File. M1: Aircraft Full Specification


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Check Phantom internal power connectors are clean














vibration




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IMU check Checked



calibration



damage













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SenseFly eBee variants


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Section Content

F Field File












M Maintenance File




DTHQRH3.2 29/01/2020



The eBee is produced by Sensefly. It is a fixed-wing plane which is capable of carrying various cameras in a downward configuration. It is piloted automatically through the Sensefly eMotion software. The aircraft is hand launched and belly landed as it has no landing gear.

F2: Link to full specification and manual Full aircraft specifications https://www.sensefly.com/drone/ebee-mapping-drone/ User Manuals http://95.110.228.56/documentUAV/drone%20manual/%5BENG%5D_2014_Extended_User_Manual_eBee_and_eBee_Ag_v12_1.pdf



Maximum wind speed 12m/s – 26.8mph – 23.3kt


Aircraft speed range 11-25m/s – 25-56mph – 21-49kt



Flight time 50 minutes (camera & weather dependent)

F4: Likely outcome of failure of propeller or ESC The eBee is a fixed wing plane and has a long glide slope. If there is propeller failure then the

aircraft will self-stabilise to a safe landing. If the ESC fails the elevons are powered from the flight

controller so the aircraft should self-stabilise to a safe landing.

https://www.sensefly.com/drone/ebee-mapping-drone/

http://95.110.228.56/documentUAV/drone%20manual/%5BENG%5D_2014_Extended_User_Manual_eBee_and_eBee_Ag_v12_1.pdf

http://95.110.228.56/documentUAV/drone%20manual/%5BENG%5D_2014_Extended_User_Manual_eBee_and_eBee_Ag_v12_1.pdf


DTHQRH3.2 29/01/2020

F5: Battery Management Battery details for the eBee are as follows:

Item Detail

Battery type Lithium polymer battery

Number required for flight 1

Battery capacity Between 2150 and 4900 mAh

Battery voltage 11.1V (3S)

Charger type Sensefly LiPo Charger/Discharger

Charge instructions

Sit the charger in a safe location on a non-flammable surface.

Attach batteries to the charger and follow charger’s manual to start

charging. Observe batteries initially to ensure that charge initiates.

Additional instructions

The charger should only be set up by a crew member who is

familiar its use and the battery being charged should be monitored.

Lithium-polymer batteries can become unstable. The two main

causes of this instability are damage during a crash and improper

charging. Any battery that is noticeably swelling should be placed in

a safe place such as a flame proof lipo bag. There have been

occasions when lithium polymer batteries have burst into flame. If a

battery is involved in a crash, it should not be used for the

remainder of the operation until it has been checked by the

Technical Manager, even if it appears undamaged and the UAS is

operational.


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Item Check

UAS All components in box – no open defects in log





Laptop Present and charged


Anemometer Present




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F7: Pre-flight procedures Software

Stage Item Check

1 Start eMotion.

2 Load, create or modify flight plan in eMotion in accordance with Site Survey.

3 Set up Take-off location in eMotion software in accordance with wind direction,

obstacles and Site Survey.

4 Set up Home waypoint in eMotion, in accordance with wind direction, obstacles

and Site Survey. Preferably, set up linear landing, especially in high winds.

Decide an Alternate Landing site.

5 Set up Start waypoint, preferably upwind from take-off location, in accordance

with Site Survey.

6 Check that the “Return to Home in case of poor GPS coverage”, “Return to

Home in case of strong wind”, “Ignore RC signals”, “Return to Home after 30s

in case of link loss”, “Climb in case of detected ground proximity” and “Use

ground sensor for landing” boxes are ticked in the “Flight parameters” tab in

eMotion software.

7 Check that, in the “after take-off” dropdown list, the “Wait on Start waypoint”

option is selected in the “Flight setup” tab of eMotion software.

8 Check that, in the “after mission” dropdown list, the “Go to Home waypoint”

option is selected in the “Flight setup” tab of eMotion software.

9 Upload start and home waypoints, flight plan and safety options to eBee.


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eBee

Stage Item Check


2 Check Aircraft for condition including propeller, rubber bands, wing and wing

struts

3 Install wings on eBee

4 Ensure servo connections with wings are engaged and aligned

5 Install the propeller, if not installed

6 Install camera (with SD Card if applicable)

7 Start computer, if applicable

8 Connect radio link to computer and start eMotion software

9 Check working condition of eMotion software: move between tabs, change

options, press buttons, etc, and confirm an immediate response to all

commands. If the response is not immediate and there is any delay, check

programs running in the background (Ctrl+Alt+Del) and shut them down, if

possible, or consider using alternative computer.

10 Select a battery and fit into eBee. The status led in the pitot tube will blink blue,

and the eBee will perform internal checks. If the result is positive, the led will

light solid green, and the ailerons will flip up and down. Otherwise, it will light

solid red, in which case the eBee is not ready to fly. In this case, recheck

assembly.

11 Check link between eBee and eMotion software. Test link by moving the eBee

away from the computer manually.

12 Check altimeter by moving the eBee as high as you can by hand

13 Check GPS fix

14 Set transmitter antenna pointing up

15 Secure mobile device using clamp


DTHQRH3.2 29/01/2020

16 Check camera feed


Stage Item

Start-up procedures

1 Call “Arming motor” and check normal system indications

2 Orient the eBee into the wind

3 Shake the eBee three times to switch motor on

Take-off procedures


5 Release the ebee with 10 degree nose up angle and monitor ascent to working height

6 eBee will commence waypointed operational flight

Flight procedures





Landing procedures

11 At end of waypointed mission call “landing”

12 Check approach and landing point are clear

13 Press the “GoLand” button. The eBee will initiate a linear or circular descent as

programmed


DTHQRH3.2 29/01/2020

14 The eBee will belly land and the motor will stop


15 Approach aircraft and check for damage and battery status

16 Disconnect battery

17 Call “safe”


Stage Item Check

1 Check propeller for damage


3 Check battery condition and remove

4 Download images or remove (and back up) SD card (if applicable)

5 Remove and store camera (if applicable)

6 Remove wings


8 Repack components and aircraft



DTHQRH3.2 29/01/2020

F10: Emergency Procedures RPs should take the time to review this section before flight and to understand the procedures to implement in different emergency situations.

10.1: Mitigation Measure - failsafe This aircraft has a failsafe system; in the event of Tx signal loss the aircraft will enter a loiter mode over the home point and on low battery will descend to a safe landing at the pre-programmed location. The UAS can then be recovered and the battery immediately unplugged. 10.2: Crew warning






In the event of loss of control frequency, including Tx failure or Tx battery failure, the aircraft will

enter failsafe as described above. At this point it is the responsibility of the RP/crew to attempt

recovery of connection to the UAS by power cycling the Tx/laptop.



failsafe. If that is not the case then the incident should initially be treated as a fly-away as

described below. Once the aircraft is safely recovered, the cause of the interference should be

investigated and reported appropriately.


In the event of power loss to the ESC or motor, the aircraft may crash. As a result it is important

that the area within the glide slope is maintained clear and that people in the area are aware of

the potential risk as far as possible. If possible the “HEADS” warning should be given. If enough

power remains, the eBee will attempt to fly to the homepoint and commence an expedited

landing procedure that may be less accurate than normal.

RP incapacitated

In the event of the RP becoming incapacitated whilst the UAS is in flight the aircraft will continue

its mission and loiter after the last waypoint. Crew should be briefed in how to initiate landing. In

the event the RP is operating alone, the aircraft will land on low battery.


DTHQRH3.2 29/01/2020

Aircraft incursion


should loiter until it is clear there is no risk and may then continue the operation or land in the

take-off area and wait if necessary. If possible “AIRCRAFT” warning should be given. The rapid

descent button could be used to avoid a collision in the air.


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


If total electronic failure occurs it is likely that the UAS will enter uncontrolled descent. If possible

the “HEADS” warning should be given. If injury occurs it should be ascertained if emergency

services are needed and first aid carried out as necessary. As soon as is appropriate the UAS

must be made safe by disconnecting the flight battery. Once the situation has been dealt with the

incident must be logged and reported appropriately.

“Fly-away”

The RP should ensure that an appropriate maximum distance and height are observed for


In the event of a “fly-away” the RP should attempt to regain control by restarting the eMotion

software then try power cycling the transmitter and/or laptop and if appropriate attempt to cut

motors.



tracked until it lands.

Fire in the air

If control is still possible, use eMotion to attempt to land the aircraft away from crew and on a

non-flammable surface. Follow procedures below.

Fire on the ground


Prevent the spread of flame, if necessary, using the fire extinguisher/blanket. Avoid smoke


If necessary, contact fire services.


DTHQRH3.2 29/01/2020



Stage Item Check




4 Any injured person remains the priority until they are stabilized and, if necessary, paramedics have taken control







Stage Item Check






6 Log the details of the incident and report as necessary


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After any accident or incident, the RP should ensure that all appropriate logs are completed and that, if appropriate, the incident is reported. No further flights should be carried out until the cause of the incident is established and any risk of re-occurrence is mitigated.




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M1: Full aircraft specification


DTHQRH3.2 29/01/2020


DTHQRH3.2 29/01/2020

M2: Aircraft-Specific Maintenance details The following checks should be carried out every 100 flights or 50 flight hours. This is in addition to regular checks carried out during operations.


1 Check all batteries for damage or deformities

2 Check battery connections are clean

3 Check eBee battery connectors are clean

4 Check battery compartment for damage and debris

5 Check battery health using appropriate management device

Airframe and control surface checks Checked

1 Check airframe for cracks or damage

2 Check control surfaces and linkages (close observation)

3 Check servos for play or damage

4 Clean airframe if appropriate


1 Check motor is firmly attached

2 Check for bearing movement (clicking when moving motor bell)

3 Remove propellers and run motors briefly. Check there is no excessive vibration

4 Check motor bell for deformities

5 Check propeller for chips, stress lines and tip wear


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Control transmission system checks Checked

1 Check aircraft antennae are free from damage

2 Check transmitter antennae for damage

3 Check all sticks and switches are secure and functional

4 Clean transmitter if necessary


DTHQRH3.2 29/01/2020


Autel Robotics EVO

quadcopter with XI5A gimbal


DTHQRH3.2 29/01/2020

Section Content

F Field File











M Maintenance File




DTHQRH3.2 29/01/2020



The Autel Robotics EVO is produced by Autel Robotics. It is a quadcopter with fixed camera payload. It

is piloted using a dedicated transmitter in conjunction with the manufacturer app Autel Explorer that may

be accessed using an Android or iOS tablet or phone.



Autel Robotics EVO: http://www.AutelRobotics.com

User Manual

Autel Robotics EVO: http://www.AutelRobotics.com





Maximum aircraft speed 20m/s – 44.7mph – 38.9kt


Maximum ascent rate 5m/s

Maximum descent rate 3m/s


http://www.autelrobotics.com/

http://www.autelrobotics.com/


DTHQRH3.2 29/01/2020


The Autel Robotics EVO is a quadcopter. As a result there is no redundancy in the event of



Item Check










PPE Present


Anemometer Present




DTHQRH3.2 29/01/2020


Stage Item Check




4 Remove camera/gimbal retainer

5 Ensure camera and wiring secure






11 Unfold arms (front, then back) propellers – ensure secure



14 Power aircraft



17 Check flight mode (GPS, Sport, ATTI)






23 Ensure all participants are ready and briefed


DTHQRH3.2 29/01/2020


Stage Item

Start-up procedures





Take-off procedures




Flight procedures





Landing procedures








18 Turn off UAS

19 Call “safe”


DTHQRH3.2 29/01/2020


Stage Item Check


2 Check airframe for damage, fold arms (rear first then front)


4 Replace camera/gimbal retainer






DTHQRH3.2 29/01/2020


Pilots should take the time to review this section before flight and to understand the procedures to

implement in different emergency situations.

9.1 : Mitigation Measure – Autel Robotics failsafe

This UAS uses the Autel Robotics failsafe return-to-home system. In the event of Tx signal loss it will


a) hover for 3 seconds b) ascend to user defined height (or remain at current height if already above defined height) c) move to a position over the “home” point d) descend at a rate of 0.5 m/s and auto-land

e) Switch off motors after 3 seconds


This procedure can also be initiated from the APP or by holding the return-to-home (RTH) button on

the Tx.

9.2 : Mitigation Measure – Autel Robotics geofencing

All Autel Robotics systems can be restricted to preset distance limits to reduce the risk of fly-away. It

is recommended that the distance and height limit are set to the minimum distance required to carry

out each project.

9.3 : Crew warning

If at any time the craft descends in an uncontrolled measure the RP should shout “HEADS” to

warn crew members. The briefing should include what action any crew should take on hearing

the shout. The response may vary by operation.

9.4 : Responses to emergency situations


In the event of loss of control frequency, including Tx failure or Tx battery failure, the aircraft will

enter failsafe as described above. At this point it is the responsibility of the pilot/crew to maintain the

take-off area clear.



failsafe and return to base. If that is not the case then the incident should initially be treated as a fly-

away as described below. Once the aircraft is safely recovered, the cause of the interference should

be investigated and reported appropriately.


In the event of power loss to the flight controller or motors, the aircraft may crash, normally vertically.

As a result it is important that the area below the aircraft is maintained clear and that people in the

area are aware of the potential risk. If possible the “HEADS” warning should be given.


DTHQRH3.2 29/01/2020

Pilot incapacitated

In the event of the RP becoming incapacitated whilst the UAS is in flight the aircraft will remain in

hover and descend vertically to land under low battery voltage. If crew or observer are used,

instructions can be given on how to initiate RTH in the event of pilot incapacitation.

Aircraft incursion

If another aircraft is seen and appears to be entering or approaching the operating area the RP should

descend the UAS until it is clear there is no risk and may then continue the operation or land in the

take-off area and wait if necessary. If possible “AIRCRAFT” warning should be given.



priority is the safety of the public, client and crew so the key mitigation is avoiding the presence of

crew or public immediately below the flight path. If possible the “HEADS” warning should be given.


If this occurs it is likely that the UAS will enter uncontrolled descent. If possible the “HEADS” warning

should be given. If injury occurs it should be ascertained if emergency services are needed and first

aid carried out as necessary. As soon as is appropriate the UAS must be made safe by disconnecting

the flight battery. Once the situation has been dealt with the incident must be logged and reported

appropriately.

“Fly-away”

Fly away is heavily mitigated by the distance limiting feature of the Autel Robotics flight

controller. The RP should ensure that an appropriate maximum distance and height are

programmed for each operation up to a maximum of 500m horizontally and 400 feet (122m)

altitude.


1) Attempt atti mode flight

2) Attempt RTH


4) Turn transmitter back on and if appropriate attempt to cut motors (CSC) If above fails, log the direction, speed, altitude and estimated flight time of the UAS and immediately

contact the Police and local ATC to inform them. If safe to do so the UAS should be tracked until it

lands under second-level low battery protection.

Fire in the air

If control is still possible, attempt to land the aircraft away from crew and on a non-flammable surface.

Follow procedures below.

Fire on the ground


DTHQRH3.2 29/01/2020


Prevent the spread of flame if necessary using the fire extinguisher/blanket. Avoid smoke inhalation

as the smoke is toxic.



DTHQRH3.2 29/01/2020


In the event of an incident the RP should follow the procedures below.

In the event of injury, the casualty is the priority. If necessary, emergency services should be

contacted.


Stage Item Check











Stage Item Check







After any accident or incident the RP should ensure that all appropriate logs are completed and that, if

appropriate, the incident is reported. No further flights should be carried out until the cause of the

incident is established and any risk of re-occurrence is mitigated.




DTHQRH3.2 29/01/2020

Section M: Maintenance File. Aircraft Full Specification


DTHQRH3.2 29/01/2020


DTHQRH3.2 29/01/2020


DTHQRH3.2 29/01/2020


DTHQRH3.2 29/01/2020







Check Autel Robotics internal power connectors are clean



Check battery health using Autel Explorer














IMU check Checked

Use the Autel Explorer App to check IMU calibration








Check gimbal wiring









DTHQRH3.2 29/01/2020

Quick Reference Handbook for student

designed aircraft from the module EGA302a


DTHQRH3.2 29/01/2020

Contents 1. Introduction ............................................................................................................................... 3

2. Technical data ............................................................................................................................ 4

2.1 Physical data ...................................................................................................................... 4

2.2 Propulsion .......................................................................................................................... 4

2.3 Control ............................................................................................................................... 4

3. Operating instructions................................................................................................................ 5

4. Related documents .................................................................................................................... 5

5. Version Control .......................................................................................................................... 5

1. Introduction This document provides a basic technical description and operational procedure for the remote

controlled model aircraft that are designed, built and test flown as part of the EGA302a module on

the aerospace engineering course. These aircraft are basic representations of the full scale

conceptual designs that are developed during the module, which can follow various design briefs

ranging from hypersonic transports to unmanned medical supply delivery systems, with students

free to pick any heavier-than-air configuration that can meet the requirements. Therefore, the aircraft

show considerable variety in size and shape.

Swansea University has operating procedures for Unmanned Aerial Systems (UAS) which require

that Quick Reference Handbooks, specifying technical data and operating instructions, are on record

for all types of UAS that are flown. It is unfeasible to produce separate documentation of this nature

for each individual aircraft flown due to the timescales of the assessment. Instead this document

takes the pragmatic approach of defining a broad class of model aircraft referred to as an ‘EGA302a

Design Build Model’ (EDBM), and presenting what technical data and instructional data can be

applied to all such aircraft in a generic QRH. Clearly, such technical data will be relatively vague,

because of the diversity of aircraft that can be produced under this activity. However, by establishing

the envelope of technical data, and the typical operation, for all such aircraft, it will fulfil the purpose

of allowing an audit of documents to see that operating procedures involving these aircraft are fit for

the purpose of ensuring safe operations.

In Section 2, relevant technical data that is available for all such aircraft is presented. In Section 3

an outline operating instructions are provided.


DTHQRH3.2 29/01/2020

2. Technical data

2.1 Physical data Mass of model (kg) Maximum 5 kg

Typically <3 kg

A survey of 2019 designs

showed a maximum mass of

2.5kg and an average of

1.3kg.

Wingspan (m) Maximum 3 m

Typically <2 m

Minimum flight speed (stall

speed)

< 15m/s Survey of2019 designs,

considering takeoff mass and

wing area and assuming

maximum Cl of 1.5 predicts

average 9.2m/s.

Max flight speed: Estimated to be < 25 m/s

Takeoff method In most cases a throw launch is used although runway take

off is also used.

Landing method Generally a belly landing is used, although some aircraft

have undercarriages.

Due to the relatively untested nature of aircraft, a high

proportion of crash landings are inevitable.

2.2 Propulsion In the vast majority of cases the power system consists of the following items:

• Ripmax Quantum II 480 Brushless Motor

• Ripmax Quantum 60A SBEC Brushless Esc

• Hi-Energy Extreme 3S 1300mAh 30C Li-Po battery

The propeller used is selected on a case by case basis but is in the range 8-10” diameter.

Occasional variations to this are considered, but have similar amounts of power and thrust.

2.3 Control The aircraft are controlled through an FRSky X9D transmitter. The receivers used are nearly always

the FrSky V8R4-II 2.4Ghz 4 Channel Receiver, although when more channels are required FrSky

V8R7-II 2.4Ghz 7 Channel Receiver is used. In exceptional circumstances similar alternatives to

these control systems are substituted.

No telemetry or autonomous on board flight control is used.


DTHQRH3.2 29/01/2020

3. Operating instructions The aircraft are only to be operated by a competent Remote Pilot (RP), who is on Swansea

University’s list of approved UAS operators and have a certificate of competence. Detailed operating

instructions are not feasible due to the variety of aircraft, however the RP will follow the advice given

by the British Model Flying Association (BMFA) for operating newly built model aircraft, as taught

through their pilot accreditation schemes that are recognised by the Civil Aviation Authority (CAA).

A full description of these procedures is beyond the scope of this document but in outline they

ensure:

• Structural robustness of the aircraft, checked prior to flight

• Operation of all flight control surfaces, checked prior to flight

• Failsafe procedures in the case of loss of radio contact

• Safe flight planning and conduct of the flight.

4. Related documents Swansea University UAS Operations manual version 1.7 (Iain Fairley)

Unmanned Aircraft Systems (UAS) Operations at Swansea University (Russ Huxtable)

SOP and Flight Plan for EGA302 (Matt Kear)

Risk assessment for EGA302a flight test assessment (Alex Shaw)

5. Version Control Version Date Author Revisions

1 1/5/2019 Alex Shaw Initial version for May 2019 flight tests.

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