Agenda item: 25

18th March 2019

Please see the request for permission to fly a Drone from the Playing Field and the Operations manual

associated with this activity.

Hi Mary Thanks for your prompt reply to my email. As a drone pilot licenced with the Civil Aviation Authority for commercial operation, I have what called an Operations Manual which sets out all my planning and safety procedures for each flight. I attach a copy of my Operations manual for your reference ( from section 2.6 onwards is relevant to your questions). If I am given permission to fly from the playing field then I will then complete all the risk assessments etc in compliance with my Permission for Commercial Operation, choosing a time to fly when the site is not busy. An area would be identified (probable near the centre of the pitch for take-off and landing. I get insurance for each flight on a “pay as you go basis” which satisfies all current legislation and includes £1,000,000 liability insurance. I’m actually retired but operating a drone has become a very busy hobby. I work with a number of local organisations including Wotton Community Parc, Wotton Walking Festival, Historic England and The Cotswold Wardens. I mostly make videos such as https://youtu.be/H0X-PHB2c6E but also take high resolution aerial photos (see attached). I’d be happy to take photos of any part of Kingswood for the Parish Council if granted permission ( eg The village Hall) Let me know if there’s anything else that you need. Kind regards Dale Curtis

Please see the initial advice from Came and Co on Drone activity

Turning to the drone; the public liability insurance provided by the parish council’s policy

excludes claims for loss, injury or damage arising from an aerial activity of any kind.

Where the parish council is approached for permission to fly drones on their land we

strongly recommend this is refused unless the request is from a commercial organisation

who have a genuine reason to require use and possess appropriate insurance to operate

such a device.

I appreciate that it is impossible to totally prevent use of recreational drones as many

people will not request permission. However, given that the Parish Council would not be

Report to: Full Council

Date of Meeting: 11th March 2019

Agenda Item Drone Flight from the Playing field

Agenda item: 25

18th March 2019

operating them this is not a concern as the individual using the device is responsible for

their own actions in the same way as if someone was participating in any other leisure

pursuit on Parish Council land.

The following link to the Civil Aviation Authority’s website also provides information on the

current law regarding use of both personal and commercial drones –

https://www.caa.co.uk/Consumers/Unmanned-aircraft-and-drones/

I trust this advice is of assistance but please contact me again if any further questions arise.

Conclusion

I have gone back to the Insurance Company to ask if they would be happy for permission for a one of

flight for the reasons provided. I hope to have the response before the meeting.

If the council give permission, they would need to consider if they would like any aerial pictures. I would

suggest the Playing Field and Community area plus the two strategic planning sites identified in the

local plan and the proposed Gladman development.

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Dale Curtis UAS

UAS OSC - Operations Manual - Volume 1

Version 1.4 17th March 2019

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Introduction

Dale Curtis is a drone operator based in Wotton-under-edge in Gloucestershire. Following the purchase of a DJI Phantom 4 Pro Plus in December 2016 he wanted to learn more about flying the SUA within the law and since starting the hobby has been approached to undertake aerial photography and videography.

The PfCO will allow him to undertake occasional work for clients within the UK (London and Scottish FIR) although where he wishes to fly in another country, local legislation and requirements will always been followed in addition to the conditions and requirements of this OM and the PfCO.

All flights will be VLOS, comply with the minimum separation distances outlined in the OSC and be within the operational envelope of the SUA in operation.

As a key document of Dale Curtis’ UAS OSC, this OM sets out the operating procedures for the safe operation of an SUA and as such it must always be followed. Wilful violation of any of the procedures in this OM will be considered as gross negligence, however, the reporting of any safety concern in relation to this OM is openly encouraged at any time.

This OM is a comprehensive document detailing the commercial operation of SUA. As such it will be read by and discussed with all spotters and assistants working with Dale Curtis.

Dale Curtis is responsible for ensuring that this OM is updated with changes in legislation, the referenced material and the aircraft systems.

For all commercial operations of SUA Dale Curtis will have insurance that meets or exceeds the requirements of EC784/2004.

All queries relating to this document should be addressed to:

Dale Curtis

7A Rosemary Terrace

Wotton-under-Edge

Glos

GL12 7BH

01453845387

07976212722

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Amendment Record Number Amendment Date Amended by Signed 1.0 Initial release 11th March 2018 Dale Curtis 1.1 Add PfCO 26th March 2018 Dale Curtis 1.2 CAP 393 changes 1st Sept 2018 Dale Curtis 1.3 S12019No 261 1st March 2019 Dale Curtis 1.4 Competent observer change 17th March 2019 Dale Curtis

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Table of Contents

Introduction 2 Amendment record 3 Safety Statement 5 Acronyms and abbreviations 6 Definitions 8 Referenced documents 10 Safety Policy 11 Structure of organization and management lines 12 Responsibilities and duties of the Remote Pilot of the SUA 12 Responsibilities and duties of spotters 12 Responsibilities and duties of assistants 12 Accident prevention and flight safety 13 Flight team composition 15 Operation of multiple types of SUA 15 Qualification requirements 15 Logs and records 15 Operator training programme 15 Operating limits 16 Area of operation 16 Type of operation 16 SUA Night Operations special restrictions and procedures 17 Methods to determine the intended tasks and feasibility 18

Operating site planning and risk assessment.

18 Communications 19 Pre-notification 19 Site permissions 19 Weather 20 On site procedures 21 Assembly and functional checks 22 Pre-flight checks 22 Flight procedures 22 Post flight and between flight checks 22 Emergency procedures 23

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Safety Statement Dale Curtis’ number one priority is safety at all times. He will carry out SUA operations in a safe and responsible manner, ensuring the safety of assistants, spotters and the general public.

He will:

• Operate the SUA safely at all times • Plan, assess and mitigate all operations as described in this OM • Operate within the conditions of this OM, the PfCO and NAA regulations • Ensure that all assistants and spotters are trained and familiar with this OM • Report all accidents, incidents and reportable occurrences. • Investigate all occurrences to identify failure mechanisms and improve procedures • Keep up to date with current legislation and technology: amending this OM where appropriate. • Not deviate from SOPs in this OM unless acting in an emergency where the relevant EP will be

followed • Review this OM annually to ensure operations are in line with current regulations and best

practice.

Dale Curtis

Accountable Manager

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Acronyms and Abbreviations

AAIB Air Accidents Investigation Branch

AGL Above Ground Level

ALARP As Low as Reasonably Practicable

AIS Aeronautical Information Service

ANO Air Navigation Order

ATC Air Traffic Control

ATCU Air Traffic Control Unit

ATS Air Traffic Service

ATTI Attitude mode (vertical height locked)

ATZ Aerodrome Traffic Zone

BVLOS Beyond Visual Line Of Sight

CA Congested Area

CAA Civil Aviation Authority

CAP Civil Aviation Publication

CE Conformité Européenne (European Conformity)

CTA Controlled Traffic Area

CTR/CTZ Controlled Traffic Zone

DA Danger Area

EASA European Aviation Safety Agency

ENSF Enhanced Non-Standard Flight

EP Emergency Procedure

ESC Electronic Speed Controller

EVLOS Extended Visual Line Of Sight

FCC Federal Communications Commission

FIR Flight Information Region

FMC/FMS Flight Management Computer/System

FOV Field Of View

FPV First Person View

GLONASS Global Navigational Satellite System

GPS Global Positioning System

HIRTA High Intensity Radio Transmission Area

ICAO International Civil Aviation Authority

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IOSD Intelligent On Screen Display

IMSAFE Illness, Medication, Stress, Alcohol, Fatigue, Eating

IMU Inertial Measurement Unit

IN Information Notice

MORs Mandatory Occurrence Reporting

MTOM Maximum Take Off Mass

NAA National Aviation Authority

NATS National Air Traffic Services

NOTAM Notice To Airmen

NSF Non-standard Flight

NQE National Qualified Entity

OM Operations Manual

OS Ordnance Survey

OSC Operating Safety Case

PfCO Permission for Commercial Operation

PIB Pre-flight Information Bulletin

PMU Power Management Unit

RP Remote Pilot

RTH Return To Home

SOP Standard Operating Procedures

SPOF Single Point Of Failure

SRRS State Radio Regulatory Commission

SUA Small Unmanned Aircraft

TOLS Take-off/Landing Site

UA Unmanned aircraft

UAS Unmanned Aircraft System

VLOS Visual Line Of Sight

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Definitions

Accident – An unplanned, unexpected, and undesigned (not purposefully caused) event which occurs suddenly and causes injury or loss. Aircraft – Any machine which can derive support in the atmosphere from the reactions of the air other than the reactions of the air against the Earth’s surface Commercial Operation – Any operation of an aircraft other than for public transport; which is available to the public or which, when not made available to the public, is performed as a contract between an operator and a customer, where the later has no control over the operator, in return for remuneration or other valuable consideration. Congested Area – In relation to a town, city or settlement, means any area which is substantially used for residential, industrial, commercial or recreational purposes. Day – The time form half an hour before sunrise until half an hour after sunset (both times exclusive), sunset and sunrise being determined at surface level. Danger Area – Airspace which has been notified as such within which activities dangerous to the flight of aircraft may take place or exist at such times as may be notified. Extended Visual Line-Of-Sight – An operation in which the remote pilot and/or observers maintain direct unaided visual contact with the aircraft to monitor the craft’s flight path in relation to other aircraft, persons, vessels, vehicles and structures for the purpose of avoiding collisions. Graphic User Interface – A method of inputting data and commands into a computer by interacting with graphical icons on a screen, either by touch or via a peripheral device. It may also output data to the user. Human Machine Interface – The element(s) of the remote pilot station that physically interact with the remote pilot to receive input data and commands and that outputs sensory data and flight telemetry for the remote pilot to control the remotely piloted aircraft. Intelligent On Screen Display – The graphical user interface element of the human machine interface for a DJI manufactured remotely piloted aircraft. Lost-link – The loss of command and control link contact with the remotely piloted aircraft such that the remote pilot can no longer manage the aircraft’s flight Night – The time from half an hour after sunset until half an hour before sunrise (both times inclusive), sunset and sunrise being determined at surface level. Remote Pilot – The person operating the SUA.

Remotely Piloted Aircraft – An unmanned aircraft piloted from a remotely piloted station

Reportable Occurrence – Any incident which endangers or which, if not corrected, would endanger an aircraft, it’s occupants or any other person.

Safety – The state in which risks associated with aviation activities, related to, or in direct support of the operation of aircraft, are reduced and controlled to an acceptable level.

Serious Incident – An incident involving circumstance indicating that there was a high probability of an accident and associated with the operation of an aircraft which, in the case of an unmanned aircraft, takes place between the time the aircraft is ready to move with the purpose of flight until such time it comes to rest at the end of the flight and the motors are shut down.

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Small Unmanned Aircraft – Any unmanned aircraft, other than a balloon or a kite, having a mass of not more than 20kg without it’s fuel but including any articles or equipment installed in or attached to the aircraft at the commencement of the flight.

Unmanned Aircraft – An aircraft which is intended to operate with no human pilot on board, as part of an UAS. Moreover, an unmanned aircraft is:

o capable of sustained flight by aerodynamic means; o remotely piloted and/or capable of degrees of automated or autonomous operation; o reusable; o not classified as a guided weapon or similar one-shot device for the delivery of munitions.

Visual Line Of Sight – An operation in which the remote pilot maintains direct unaided visual contact with the aircraft sufficient to monitor the craft’s path in relation to other aircraft, persons, vessels, vehicles and structures for the purpose of avoiding collisions.

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Referenced Documents

Reference Document Title Current Version/Date

Source

CAP393

The Air Navigation Order 2016 and Regulations

Version 5.4 28/09/2018

CAP393

S12019 The Air Navigation (Amendment) Order 2019

V1 20/02/2019

CAP1763

CAP722

The Unmanned Aircraft System Operations in UK Airspace - Guidance

6th Edition 24/03/2015

CAP722

CAP382 Mandatory Occurrence Reporting

Version 10 12/2016

CAP382

EC-785/2004 Insurance requirements for air carriers and aircraft operators.

Version 1 30/04/2004

EC-785/2004

Regulations (EU) 996/2010

Regulation (EU) number 996/2010 of The European Parliament and of The Council of 20th October 2010 on the investigation and prevention of accidents and incidents in civil aviation and repealing Directive 94/56/EC Text with EEA relevance

Version 1 12/11/2010

Regulation 996/2010

DJI Phantom 4 Pro+ User Manual

DJI Phantom 4 Pro/Pro+ User Manual

Version 1.4 17/10/2017

Phantom P4+ Manual

11

Safety Policy For all operations, the risk level will be mitigated to a level deemed ALARP and Dale Curtis will be satisfied that the flight can be safely made. Dale Curtis is responsible for ensuring that all spotters and assistants implement this safety policy and that procedures within this OM and the PfCO are understood and followed.

Dale Curtis aims to have no accidents or incidents. He will ensure that sufficient resources are in place to quickly and effectively implement EPs should an incident or accident occur.

Please refer to the EP in section 2.16 and the Incident Reporting Form in Appendix h

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1. Organisation

1.1 Structure of organisation and management lines

1.2 Responsibility and duties of the Remote Pilot of the SUA

• Must complete all the planning paperwork and decide if additional spotters are required

and/or an assistant (Appendix d) • Operate within this OM and the PfCO including the maintenance, planning and risk

assessments. • Obey CAP393 (Articles 94, 94A, 94B and 95) • Understand and follow guidance in CAP722 • To have no less than 2 hours flight time in a 90-day period (3 hours for night operations)

1.3 Responsibility and Duties of Spotters.

• To have read and discussed the contents of this OM with the pilot. • To assist the pilot with the observation of potential hazards to the SUA and where distance

dictates use a walkie talkie. • To “spot” and report to the pilot any incursions into the operating area by members of the

public, animals or airborne hazards such as birds, balloons, gliders etc • In the unlikely case of pilot incapacitation, press the Return To Home Button on the SUA

controller.

1.4 Responsibility and duties of The Assistant

• To have read and discussed the contents of this OM with the pilot. • To assist the pilot with the observation of potential hazards to the SUA and where distance

dictates use a walkie talkie. • To assist with the transport of all equipment to the operating site. • To help with the setting up of the SUA, landing areas, signage or notices. • To assist with the clearing away of all equipment, signage and landing areas. • To communicate with any members of the public who enter the operating site when the SUA

is in the air. • In the unlikely case of pilot incapacitation, press the Return To Home Button on the SUA

controller.

Dale Curtis

(Accountable Manager & Pilot)

Spotter Assistant

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1.5 Accident Prevention and Flight Safety.

a. Staff Health.

Staff working with Dale Curtis are not required to have a medical check or eyesight test although they must self-assess their fitness for operations before operations commence. The IMSAFE mnemonic is used by all staff and their eyesight must meet the minimum requirements for driving a car in the UK (i.e. read a car number plate at >20m). The IMSAFE model is shown below:

• Illness – Is the person suffering from any illness or symptom of an illness which might affect them in flight?

• Medication – Is the person currently taking any medication (prescription or non-prescription)? • Stress – Is the person worried by other factors in his/her life which will affect their concentration and

hence performance? • Alcohol – how much alcohol has been consumed in the last 24-hour period? • Fatigue – has the person had sufficient sleep the night before the operation? • Eating – has the person had sufficient nutrition and are they properly hydrated?

If there are any concerns or doubts about the health of a staff member, then serious consideration should be given to postponing the operation. Only if a satisfactory level of safety can be assured should the operation continue. Staff members should make it known to other staff members as soon as they notice any adverse physical or psychological symptoms. EP’s are prepared for the eventuality of a person not being able to perform their duties, this includes the RP. Staff must not take or be under the effects of any drug, medicine or psychoactive substance unless it is:

• Medication that is prescribed to an individual by a medical professional that is safe to take and drive a vehicle/operate machinery; the individual must not show any ill effects.

• Caffeine, taken in normal doses in drinks with no noticeable side effects. • Nicotine, if taken in normal doses with no noticeable side effects. • Non-prescription painkillers taken as prescribed in the instructions, • Allergy medication that is safe to drive/operate machinery; it must have been taken previously by the

individual with no ill effects.

b. Risk Management Throughout all aspects of operations, risks will be identified and assessed. Operations will only commence if the risk is ALARP. The risk matrix (Appendix f) will be used throughout operations but especially during the planning and assessment stage.

c. Accident and Incident Procedure

• All procedures in this OM must be followed to ensure flight safety. • Every opportunity will be taken to prevent accidents/incidents by all staff. • In the event of an accident or an incident the priority is the safety of all people, property and

animals near the scene. • In the event of injury or fire, emergency services may be requested, and first aid administered

where appropriate. • In the event of such an occurrence, all people present will be asked to complete an Incident

Report Form including the RP Dale Curtis. (Appendix h) • Photographs should be taken if possible, to aid any investigation.

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Dale Curtis embraces “Just Culture” and so it is important that all Incident Report Forms are completed honestly and accurately ensuring that the information is sufficient for any investigating body to carry out their investigation fully. Full cooperation is vital and aids the continued effort towards safer aviation. Accidents, incidents and reportable occurrences are defined in the “Definitions” section of this OM and in Regulations EU 996/2010. All staff to be made aware of MOR and reportable occurrences. All MOR to be done in accordance with CAP382 via the EASA ECCAIRS Portal - aviationreporting.eu Dale Curtis will file an airprox report if the criteria for reporting are met i.e. An Airprox is a situation in which, in the opinion of a pilot or air traffic services personnel, the distance between aircraft as well as their relative positions and speed have been such that the safety of the aircraft involved may have been compromised. The AAIB will be informed of any accident or serious incident via their 24-hour reporting hotline 01252 512299.

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1.6 Flight team composition

The level of staffing will very much depend on the nature of the operation. The initial site survey and operation planning will help determine the number of staff needed for safe operation. For example, house photography for an estate agent will usually just require the RP. However, a competent observer (Spotter or assistant) will stand adjacent to the RP and fulfil the responsibility of maintaining VLOS during videography. If the client is to be present near the pilot (i.e. for roof inspections with the client using FPV goggles) then a Spotter or Assistant will also be required.

1.7 Operation of multiple types of SUA

Usually Dale Curtis will have only one SUA (0-7kg) in operation at a time. However, if a new SUA is purchased then the existing SUA may still be in operation until sold.

If the Phantom 4 Pro Plus is out of service for any reason, then a replacement SUA will be hired until the repair has been completed. If a Phantom 4 Pro is not available, then another SUA may be hired with time allowed for the RP to become very familiar with the new SUA. A minimum of 2 hours of flight practice time should be allowed with a different model of SUA.

1.8 Qualification requirements Only the RP is required to have formal qualifications. These are:

• NQE Approved theory assessment • NQE Approved practical assessment (must cover SUA multirotor 0-7kg) • Pilot logbook (indicating a minimum of 2 hours flight time in a 90-day perio

1.9 Logs and records The following documents, logs and records will be used. Dale Curtis is responsible for their completion and filing if necessary after use (old forms to be disposed of after 2 years):

- Pilot Logbook – Appendix a - Maintenance Log – Appendix b - Tasking Request Form – Appendix c - Pre-deployment Forms – Appendix d - Risk Assessments – Appendix e - Risk Matrix – Appendix f - Onsite Survey Form – Appendix g - Incident Report Form – Appendix h - PfCO – Appendix i - Insurance Certificate – Appendix j - Land owner permission template – Appendix k - Pre-flight final check list (day time) – Appendix l - Pre-flight final check list (night time) – Appendix m - Battery Log Sheet – Appendix n

1.10 Operator training programme Dale Curtis as RP will undertake any further training if necessary to comply with any new legislation affecting SUA in the future.

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2. Operations 2.1 Operating Limits All operations conducted by Dale Curtis will be in accordance with CAP 393 (See 2.3 for most relevant articles) and the limitations of the PfCO. CAP 722 also contains important information for the operation of an SUA. All operations will be carried out within the operational envelope with respect to environmental factors (see Volume 2 – Systems). In summary: Distance from an organised open-air assembly of more than 1000 persons.

Over or within 150m

Distance from any vehicle, vessel or structure which is not under the control of the RP.

50m

Distance from any person not under control of the RP during take-off and landing

30m

Maximum height (AGL) 400ft Operating in Class A, C, D or E airspace. Notification advised

2.2 Area of operation

The PfCO will allow Dale Curtis to undertake work for clients within the UK (London and Scottish FIR) although where he wishes to fly in another country, local legislation and requirements will always be followed in addition to the conditions and requirements of this OM and the PfCO. Likely areas of operation will include: building sites, roofs of buildings (for inspection purposes), open countryside, woodland, coastal areas, rivers and lakes, farms and farmland, small sporting events, quarries and houses and gardens for work with estate agents.

2.3 Type of operation All operations by Dale Curtis will be in accordance with the limitations of his PfCO and CAP393. The most important CAP 393 articles for the operator of an SUA are:

94 Small unmanned aircraft requirements. 94A Small unmanned aircraft: height restrictions on flights 94B. Small unmanned aircraft: restrictions on flights that are over or near aerodromes 95 Small unmanned surveillance aircraft

CAP722 also contains important guidance for the operator of an SUA All operations will be conducted under VLOS at all times and most operations will be conducted during the hours of daylight (as defined in CAP393 ANO16) However, some operations will take place at night (see section 2.4 below for details of night operations)

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All operations will take place during suitable weather conditions noting the following:

• The Phantom 4 Pro Plus cannot operate in any form of precipitation including rain, hail, drizzle, sleet or snow.

• Avoid foggy or misty conditions as they can reduce the VLOS • Avoid operating in excessive temperatures i.e. >30⁰C (may cause battery/motor overheating)

or <0⁰C (may cause rotor blade icing and/or battery performance reduction. Excessively high or low operating temperatures will also have a detrimental effect on RP and other staffs’ concentration and performance.

• Avoid cumulonimbus clouds due to risk of lightning, radio interference, severe turbulence, wind shear and icing.

2.4 SUA Night Operations special restrictions and procedures.

• Definition of Night Operations. Similarly, to Day Operations defined in 3.6 above from CAP

393 ANO16, night operations should be considered as “the time from half an hour after sunset until half an hour before sunrise (both times inclusive), sunset and sunrise being determined at surface level.”

• Reduced Operating distances. As the DJI Phantom 4 Pro Plus is a small aircraft it becomes much more difficult to see at night. Therefore, the operating distances described in section 4 are reduced as follows. Maximum horizontal operating distance is reduced to 200m and maximum height above the surface is reduced to 60m.

• Sources of Illumination. All staff to be provided with suitable led based lighting in order to perform duties and aid communication. A backup light must also be easily accessible to each person in case the first source of illumination is lost or fails. Allowance also needs to be made for additional setting up time in order for eyes to adapt to the darker conditions during flight.

• Pilot Competency. As night operations are more demanding on the RP than day operations, they will need to have completed a minimum of 3 hours of flying during a 90-day period rather than the usual 2 hours for day operations described in 3.2 above. This will enable time for a rehearsal of night procedures.

• Conspicuous Aircraft Lighting. Although coloured LED lighting is already fitted, additional lighting (Headlight Flight Lamps) will be fitted for use in all night operations. This lighting is brighter than the standard led lighting so will improve overall visibility of the aircraft and will provide redundancy should the primary light system fail. The specifications of this additional lighting system is described in Volume 2 section 1.23

• Minimum Staff. As night operations are more difficult than daylight operations, the minimum staffing will consist of RP and 2 spotters or RP and 1 spotter plus 1 Assistant.

• Daytime Site Assessment. As visibility will be dramatically reduced at night, a thorough daytime site assessment is essential, on the same day as the flight. This will make sure that no significant changes take place, especially if the RP was able to remain on site during the transition to darkness, confirming that there are no significant changes to the operating site.

• Illuminated TOLS. Take Off and Landing Site will be illuminated using an LED floodlight and Megaflare Warning Beacon system (See Volume 2 section 1.11 for description)

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2.5 Methods to determine the intended tasks and feasibility Dale Curtis will ensure that all operations and intended tasks are safe and feasible under the conditions of the PfCO, this OM and current legislation by using the following resources:

a. Tasking Request Form (Appendix c) This is used at the initial point of contact with a client and is used to gather pertinent information to help decide the safety and suitability of deploying on the intended task. It also allows correct contact details to be recorded in case further information is needed to investigate the task. The client must be informed at every stage that the flight can be postponed at the discretion of the RP.

b. Pre-deployment Form (Appendix d) This is the main document for planning, recording relevant information and assessing risk for the intended operation. It should be completed in conjunction with the Risk Assessment Form (Appendix e)

c. On-site Survey Form (Appendix g) This contains the required contact details and information that the RP will need for the operation and any emergency situations. The Risk Assessment Form should be completed during the final site inspection for hazards that are noticed or are different on the day of the operation. 2.6 Operating site planning and risk assessment. The Pre-deployment Form and Risk Assessment Forms must be completed for each proposed operation using the Risk Matrix (Appendix f) and all jobs are assigned a unique reference number or name. The location must include a postcode, grid reference and latitude/longitude. The time of the operation and the intended aircraft and weight class must be included as this will affect the operational requirements. A chart of the airspace around the area of operations will be imported. The type and classification of the airspace will be recorded. A NOTAM check will be done on the NATS AIS, or Contingency PIB (from the NATS website) if the NATS AIS is unavailable. The centre-point and radius will be entered on the pre-deployment form. Nearby aerodromes and airspace users will be identified and the distance, bearing and contact details added to the form. An OS map and aerial image of the area around the flight will be included. Consideration must be given to:

• Terrain • Ground hazards • CA’s • Footpaths and byways • Local bylaws • HIRTA • Gas venting • Recreational sites • Landowner’s consent • Weight class of the SUA • Staffing levels • Whether a NOTAM should be requested • Whether an NSF or ENSF is required • Notification of ATC, police, nearby properties and/or local authorities • Communication (See section 2.7)

Issues will be noted on the Pre-deployment form. A weather forecast will be imported onto the form.

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2.7 Communications For every operation, Dale Curtis and each member of staff will carry a charged mobile phone in the event of needing to contact ATC or emergency services. Network coverage will be checked prior to deployment using the Ofcom broadband and mobile app or this web link Ofcom Often licence-free short-range radios will be used between staff to maintain communications on large or complex locations. 2.8 Pre-notification

If the flight is near or in class A, C, D or E airspace or an active ATZ the controlling ATCU will be identified within the Pre-deployment Form (Appendix d).

Appropriate contact numbers must be found and noted on the On-Site Survey Form (Appendix g). Mobile phone signal must be available or a suitable means to make contact identified (e.g. telephone box or landline).

The police will be notified if there is a reasonable chance of a member of public being alarmed by the flight.

Although the flight of a 0-7kg SUA does not require ATC permission to operate in controlled airspace (CAP 393 article 94), ATC will be notified if deemed appropriate.

Whether operating within London Controlled Airspace, or other UK areas of controlled Airspace (including an ATZ), pilots of SUA in the range 7kg to 20kg must obtain a prior NSF approval from the appropriate ATS unit. For SUA of any mass, a further ENSF approval is required for flight in certain restricted areas in Central London. Details of the processes and be found at UK AIP ENR 1.1 Section 4 For NSF applications, Dale Curtis must apply via the NATS NSF website at www.nats.co.uk/nsf no less than 21 days in advance of the planned task. The NSF approval process is a mandatory preparatory action and, even when approval has been given, Dale Curtis must establish contact with the appropriate ATS unit on the actual day of the operation. At such time, he will normally be given a tactical clearance to operate within the limits of their pre-existing NSF approval and advice and information may be provided on the local air situation.

2.9 Site permissions Dale Curtis will ensure that the consent of the landowner is obtained for all TOLS before the day of operation. Written permission is always preferable and a template for is in Appendix k. Email permission is also acceptable if it is clear who has given the permission. Getting permission from relevant landowners means that they are aware of the SUA operation and are less likely to cause any problems on the day of the operation. This also applies if the client for the job is the landowner.

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2.10 Weather Weather conditions are a major consideration when planning and carrying out any SUA operation. It is important to consider the aircraft’s operational envelope when reviewing the weather conditions, but safe working limitations and experience levels must also be taken into account when deciding whether to fly or not. If there is any doubt that a safe operation is not assured, then Dale Curtis will cease operation until a time when the risks can be deemed ALARP. The following will be used to obtain a forecast although this list is not exhaustive:

• www.windytv.com • www.metcheck.co.uk • www.metoffice.gov.uk • UAV forecast app • Met Office app • METAR Droid app

The estimated KP index will be checked for the day of the flight using something like Aurora Forecast as the solar wind can have a huge effect on SUA with delicate electronics and reliance on GPS/GLONASS. The effect of different weather conditions on flying the SUA has already been covered in Section 0 but most notable is the maximum wind speed that the DJI Phantom 4 Pro+ can fly in is 10m/s or 22mph (See Volume 2 section 1.2) so the aircraft can never be operated beyond or near this limit. A combined anemometer/thermometer is used to check wind speed near the surface and temperature during the site survey (see Volume 2 section 1.22 for specification of the anemometer/thermometer). Any form of precipitation is hazardous to the DJI Phantom 4 Pro+ and an operation must never be started if there is a risk of this. If precipitation starts during a flight, the operation must be postponed immediately and the SUA safely landed, switched off and put under cover.

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2.11 On site procedures Site Survey. Dale Curtis must survey the area of operations to carry out a final identification and assessment of any hazards that are new or have changed since the planning operation. Selection of operating area and alternate. The alternate TOLS must be some way away from the primary TOLS. A suitable area for operations must be selected for the UAS and the general requirements for the TOLS are:

Reasonably flat/level surface to ensure the SUA will not tip over or lurch during take-off or landing. Use of a landing mat may be required if surface is rough or has long vegetation. The area should be safe for team members to operate safely e.g. no trip hazards or loose debris that may get blown around by the aircraft. Good visibility of the surrounding area, so that the minimum 30m separation distance can be easily maintained during take-off and landing. Operating area must be easily identified and kept clear in case of public encroachment. Use of “Megaflare high intensity lighting to define TOLS. (see Volume 2 section 1.11) Area must be suitable for an unplanned RTH. Well clear of surrounding trees and possible sources of interference (e.g. Large metallic objects, aerial masts etc)

Crew briefing. Briefing specifics will be identified during the pre-deployment stage and must be added to the pre-flight checklist. Items that must be discussed with staff are: Objective outline Timings Safety Location of safety equipment Communication protocol Reminder of staff duties Site specifics EP implementation Cordon Procedure. This must maintain the 30m minimum separation from take-off and landing for anyone deemed to be not under the “control” of the RP. In some instances, it may require a visible cordon if there is a risk of encroachment by the public. This cordon may include barriers, cones, tape or staff in position on the boundary. Dale Curtis is responsible for ensuring that the cordon is suitable for the operation and if there is any doubt then the operation should be suspended until safety is assured. See EP Section 4.15 For procedure if the cordon is breached. Communications. Already discussed and determined at the planning stage and must be checked on site and confirmed during the staff briefing. Weather Checks. Final weather checks should be made especially wind speed. Conditions will need to be checked throughout the operation. Refuelling. Final checks must be made of battery levels. Loading of equipment. Final checks must be made of any equipment that requires assembly, especially the propellers and any additional night lights fitted for use during night operations. Also, the gimbal lock must be removed to avoid damage to the gimbal motor.

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2.12 Assembly and functional checks. To ensure that all operations are safe, Dale Curtis must follow the relevant pre-flight check list (Appendix l or m) to make sure that all the correct procedures are followed. If any aspect of the pre-flight inspection is deemed unsatisfactory, then the operation must not take place until the situation can be rectified. 2.13 Pre-flight checks. The RP will use the appropriate pre-flight checklist (Appendix l or m) to make sure that the correct procedures are followed. 2.14 Flight Procedures. Dale Curtis must be familiar with the procedures found in Volume 2 for take-off and landing (Volume 2 sections1.24 and 1.25) and use them for each operation. He must also maintain VLOS with the aircraft, monitor the area around the flight in order to avoid collisions and continually monitor the status of the aircraft. 2.15 Post flight and between flight checks. Between flights and after the operation has been completed, Dale Curtis must: Make sure the SUA is safe. Check battery levels and security of attachment of the battery.

Check the structural integrity of the SUA (airframe, camera and gimbal, landing gear and props). Security of any additional lighting (night operation only) Transmitter functionality.

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2.16 Emergency Procedures. By following the procedures set out in section 2 of this OM, specifically pre-flight checks and flight procedures, the likelihood of having to initiate an EP should be at a level deemed ALARP. In an emergency, the appropriate EP must be actioned and followed up by adhering to the incident reporting requirements when safe to do so.

Emergency Procedure Pilot Incapacitation Symptoms Pilot Response Staff Response Follow-up Actions

RP feels unwell/is unresponsive/collapses

If possible, abort operation and land SUA. If condition deteriorates then use RTH function.

Follow directions of RP. If pilot is unresponsive then clear landing area and initiate RTH by pressing and holding the RTH button on the transmitter

If necessary, inform the emergency services. Follow incident reporting protocol

Emergency Procedure Public Encroachment Symptoms Pilot Response Staff Response Follow-up Actions

Member of public seen in the area of operation.

Land safely if minimum separations are maintained. If not, then move the SUA away from the person(s) so minimum separations are maintained until passed/resolved

Inform RP of public encroachment. Clear operational area of staff if possible. Talk to member of public if they try to approach the RP. Await instruction from RP

Inform emergency services if needed. Follow incident reporting protocol

Emergency Procedure Air Incursions Symptoms Pilot Response Staff Response Follow-up Actions

Low flying aircraft seen approaching the area of operation.

Ascertain the direction of incoming aircraft, move craft out of path and reduce operational height if safe to do so.

Alert RP of potential air incursion. Await instructions from the RP.

Inform emergency services if needed. Inform ATC of Airprox if applicable Follow incident reporting protocol.

Emergency Procedure SUA Fire Symptoms Pilot Response Staff Response Follow-up Actions

Smoke or visible flames coming from the SUA

If in the air, then land SUA immediately in a safe area away from combustible materials. If safe, attempt to contain/extinguish fire (using fire extinguisher)

Clear operational area of all staff. Await instruction from RP

Inform emergency services if needed. Follow incident reporting protocol

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Emergency Procedure Controller Fire Symptoms Pilot Response Staff Response Follow-up Actions

Smoke or visible flames coming from the controller.

If SUA is in flight, activate RTH, turn off the controller and treat as for “Loss of link” below. If safe, attempt to contain/extinguish fire (using fire extinguisher)

Clear operational area of all staff. Await instruction from RP

Inform emergency services if needed. Follow incident reporting protocol

Emergency Procedure Structural Failure Symptoms Pilot Response Staff Response Follow-up Actions

SUA is unstable in flight. Vibrations showing in the video feed. Debris falling from the SUA

If in the air, then land SUA immediately in a safe area away from staff.

Clear operational area of all staff. Await instruction from RP

Inform emergency services if needed. Follow incident reporting protocol

Emergency Procedure Loss of Motor Power Symptoms Pilot Response Staff Response Follow-up Actions

SUA is unable to maintain flight.

Allow to drop or if some control then try to land SUA immediately.

Clear operational area of all staff. Await instruction from RP

Inform emergency services if needed. Follow incident reporting protocol

Emergency Procedure Aircraft Battery Failure Symptoms Pilot Response Staff Response Follow-up Actions

IOSD battery warning. SUA loses some lift. Total loss of power.

If possible, land SUA immediately in a safe area. If total loss of power, then allow to drop.

Clear operational area of all staff. Await instruction from RP

Inform emergency services if needed. Follow incident reporting protocol

Emergency Procedure Controller Battery Failure

Symptoms Pilot Response Staff Response Follow-up Actions Loss of status lights on IOSD. SUA does not respond to user input. SUA status lights change to amber flash.

After 3 seconds SUA should RTH, ensure TOLS is clear. If RTH is not initiated, then follow “Fly Away” procedure.

Clear operational area of all staff. Await instruction from RP

Inform emergency services if needed. Follow incident reporting protocol

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Emergency Procedure Flyaway – rogue SUA

Symptoms Pilot Response Staff Response Follow-up Actions SUA unresponsive to user input including RTH. SUA operating without user input.

Toggle flight modes to attempt to regain control before attempting RTH. If RTH is not initiated then note battery life, altitudes, speeds and bearing. Try to maintain VLOS with craft. Power cycle the controller and consider a motor stop if safe to do so. Inform ATC/police of situation.

Clear operational area of all staff. Try and maintain VLOS with SUA. Await instruction from RP

Inform emergency services and ATC if needed. Follow incident reporting protocol

Emergency Procedure Loss of GPS signal

Symptoms Pilot Response Staff Response Follow-up Actions IOSD warnings Craft status changes to ATTI mode. SUA fails to hold position lock.

Leave the switch controller in the P position as the craft auto switches back when the GPS signal returns. Operation may continue if RP is happy that safety is assured. If any doubt, then the operations should be aborted until GPS can be re-established or more appropriate conditions exist.

Await instruction from RP.

Inform emergency services if needed. Follow incident reporting protocol

Emergency Procedure Loss of control frequency Symptoms Pilot Response Staff Response Follow-up Actions

Craft fails to respond to user input. SUA status lights flash amber.

After 3 seconds the SUA should RTH, ensure the TOLS is clear. If RTH does not initiate, then follow “Fly away” procedure.

Clear operational area of all staff. Await instruction from RP.

Inform emergency services if needed. Follow incident reporting protocol

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Emergency Procedure Animal Encroachment Symptoms Pilot Response Staff Response Follow-up Actions

An animal is seen entering the area of operation at ground level. An animal enters the area of operation in the airspace.

Move aircraft away from the animal to maintain minimum separation until passed or resolved. Land SUA if appropriate (not if animal is chasing SUA) For birds, move SUA away and reduce altitude is safe to do so.

Alert RP to possible encroachment. Clear animal from operational area if safe and appropriate. Await instruction from RP.

Inform emergency services if needed. Follow incident reporting protocol

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Appendices for Volume 1

Appendix a – Pilot Logbook

RP Dale Curtis

Covering the period: 23rdJanuary 2019 to 17th March 2019

Date Task Crew? Notes Flight Time Total Time 23rd Jan Hillesley Photos DC 10min 10min 24th Jan Historic England filming DC/MG Very cold! 25min 35min 25th Jan Wotton Parc planning DC 40min 75min 11thFeb Tennis club promo DC/JT/

GR 8min 83min

14th Feb

Historic England DC/SMJ 23min 106min

22nd Feb

Parkrun practice DC 20min 126min

23rd March

Parkrun filming DC/DF 50min 176min

Total hours: 2hours 56min Signature

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Appendix b – Maintenance Log

Aircraft Serial No. Firmware version Model: Phantom 4 Pro+ Hours since last service: Total hours: Next service due:

Service Element Checked Remarks Pass/Fail Frame assembled correctly All components are tight All parts correctly in place All systems working Flight controller working IMU GPS/GLONASS Gimbal working correctly Video downlink stable

Outcome of service: Pass/Fail Date

Serviced by: Signature:

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Appendix c – Tasking Request Form

Initial date of contact Job number/name Name of originator/source of contact RP Dale Curtis

Client Information Client’s name Client’s address

Contact numbers

Notes

Task Information Site location

Proposed dates/times

Access restrictions

Notes

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Appendix d – Pre-deployment Form

Job number/name Proposed date

Client Contact nos.

Site postcode Directions to site Site grid reference Site lat. & long.

Time/day

Air chart

Class of airspace above site A C D E G

NOTAM check

PIB Ref. Lat/Long Radius Issues

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Nearby aerodromes/ airspace users - name

Distance Bearing Contact No.

Map

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Aerial image

Terrain

Ground hazards

Public/animal access

Congested areas

Local Byelaws

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Weather forecast including KP Index

Landowner consent Staffing Issue NOTAM ENSF application Inform ATC Inform Local Authorities Inform nearby properties Communications

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Appendix e – Risk Assessment Form

Risk Assessments

Hazard Associated

Risk

Existing Mitigations

Current Risk Level

Additional Control

Measures

Revised Risk Level

ALARP?

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Appendix f – Risk Matrix

Severity Catastrophic 5

Hazardous 4

Major 3

Minor 2

Negligible 1

Prob

abili

ty

Frequent 5

Unacceptable Unacceptable Unacceptable Review Review

Occasional 4

Unacceptable Unacceptable Review Review Acceptable

Remote 3

Unacceptable Review Review Acceptable Acceptable

Improbable 2

Review Review Acceptable Acceptable Acceptable

Extremely Improbable 1

Review Acceptable Acceptable Acceptable Acceptable

Definitions of terms used in the risk matrix table above.

Unacceptable – The risk is unacceptable and major mitigation measures are required to reduce the level of risk to as low as reasonably practicable. Review – The level of risk is of concern and mitigation measures are required to reduce the level of risk to as low as reasonable practicable. Where further risk reduction/mitigation is not practical or viable, the risk may be accepted, provided that the risk is understood and has endorsement of the responsible person within the organisation (e.g. accountable manager). Acceptable – Risk is considered acceptable but must be reviewed if it recurs.

Severity of Consequences Definitions Meaning Value Catastrophic Results in accident, death or

equipment destroyed 5

Hazardous Serious injury or major equipment damage

4

Major Serious injury or incident 3 Minor Results in minor incident 2 Negligible Nuisance of little

consequence 1

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Appendix g – Onsite Survey Form

Job number/name Date Location

Task Outline Notes Location layout diagram

Meteorological Data Wind Speed Temperature Cloud Cover Wind Direction Precipitation Visibility Wind Gust Speed Cloud Type

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TOLS and Equipment Permission Warning

Signs TOLS

Megaflares

Suitable footwear

Clear of Debris

Hi-Vis

2nd TOLS Fire Extinguisher Locate

Radios

Item Consider Check Remarks Permission Other Air Users Air Traffic Communications Buildings People Obstructions Animals

Emergency Contact Number/Frequency Comments Land Owner Local Police Local ATC

38

Appendix h – Incident Report Form

Date Job Number/Name RP Dale Curtis Staff Aircraft Follow up Actions (AIRPROX MORS)

Location details

Incident details

Diagram

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Appendix I - PfCO Certificate CIVIL AVIATION AUTHORITY Air Navigation Order 2016

PERMISSION - Small Unmanned Aircraft/ Small Unmanned Surveillance Aircraft - Sub 7kg

1. The Civil Aviation Authority, in exercise of its powers under Article 94(5) and Article 95(1) of the Air Navigation Order

2016, as amended, hereby permits Dale Curtis, ("the person in charge") being the person in charge of a Small Unmanned Aircraft (SUA) / Small Unmanned Surveillance Aircraft (SUSA) ("the aircraft") of the following class(es):

(a) SUA Multirotor / Helicopter with a Maximum Take-Off Mass (MTOM) not exceeding 7kg to

conduct commercial operations with the aircraft.

2. This Permission is granted subject to the following conditions, namely, that the aircraft shall not be flown:

General Operating Conditions for all Classes of SUA I SUSA:

(a) Other than by persons employed by or contracted to Dale Curtis whilst being holder(s) of an appropriate recommendation issued by a UK National Qualified Entity for SUNSUSA pilot competency, or an alternative existing aviation qualification determined to be acceptable to the CAA (CAP722 refers);

(b) Unless there is insurance cover for the aircraft that meets the requirements of EC Regulation No.

785/2004;

(c) At a height exceeding 400 feet above the surface level;

(d) Unless the aircraft is maintained within the direct, unaided Visual Line of Sight {VLOS) of:

(i) The person in charge of the aircraft or;

(ii) A competent observer under the control of the person in charge who is operating in accordance with procedures specified in the approved Operations Manual

out to a maximum range of 500 metres unless a lesser radio transmission range has been specified by the manufacturer;

(e) Over or within 150 metres of an organised open-air assembly of more than 1,000 persons;

(f) Within 50 metres of any person, vessel, vehicle or structure that is not under the control of the person in charge of

the aircraft, except that during take-off and landing this distance may be reduced to 30 metres;

(g) Unless it is equipped with a mechanism that will cause the aircraft to land in the event of disruption to or a failure of any of its control systems, including the radio link, and the person in charge of the aircraft has satisfied himself that such mechanism is in working order before the aircraft commences its flight;

(h) Unless the person in charge of the aircraft has reasonably satisfied himself that any load carried by the aircraft is

properly secured, that the aircraft is in an airworthy condition and that the flight can safely be made taking into account the wind and other significant weather conditions;

(i) Unless the flights are conducted in accordance with the current operations manual of the

person in charge of the aircraft and a site safety assessment has been completed. Site safety assessments are to be made available to the Authority on request;

U) Unless the person in charge of the aircraft maintains records of each flight made pursuant to this

Permission and makes such records available to the Civil Aviation Authority on request;

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3. Within the London Restricted Areas EG R157 (Hyde Park), EG R158 (City of Lo don) and EG R159 (Isle of Dogs), the person in charge of the aircraft, of any MASS, is required to obtain an NSF clearance. Such flights will be processed for NATS-administered controlled airspace under either No -Standard Flight (NSF) or Enhanced Non-Standard Flight (ENSF) approval procedures These procedures are set out on the NATS website www.nats.aero/nsf/rpas.aspx. Further details of the NSF/ENSF procedures are published at A!P ENR 1.1, section 4, paragraph 4.1.8 www.ais.orq.uk. This is mandatory for all flights below 1400 feet AMSL and will involve authorisation by the Diplomatic Protection Group (DPG).

4. Further detailed guidance on SUA operations within London and other towns and

cities is available at: www.caa.co.uk/in2014190and CAP722.

5. Flights at night shall only be conducted in accordance with the approved Ops Manual procedures. Prior to flying operations, a daylight reconnaissance and site safety assessment including aircraft flight-paths within the surrounding area, shall be undertaken to identify, address and record any hazards, restrictions and obstacles. The launch site shall be provided with adequate illumination and the aircraft shall be equipped with adequate conspicuity lighting. Flights shall only commence when the weather conditions are suitable for continuous VLOS operations.

6. This Permission shall have effect from 28 March 2018 until and including 28 M

varied, suspended or revoked.

Date: 28 March 2018 Ref: 20180328Dale CurtisPAndEUAS6100 Certificate Number: 1 SSC Technical Services 01293 768374 / uavenquiries@caa.co.uk

Distribution: Dale Curtis (01453 845387 / 07976212722, DCurtis4459@aol.com);

NOTE 1: Aircraft operators and pilots should be aware that the collection of images of identifiable individuals, even inadvertently, when using surveillance cameras mounted on a smaII unmanned surveillance aircraft, may be subject to the Data Protection Act. Further information about the Data Protection Act and the circumstances in which it applies can be obtained from the Information Commissioner's Office and website: https://ico.org.uk/for-the-public/drones/

NOTE 2: Operators 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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Appendix j – Insurance Certificate

42

Appendix k – Land owner permission template

Drone Operator – Dale Curtis

Address of property involved …………………………………………………………………………………………………………………………………………………………………………

Date of operation………………………

Name of person authorised to give permission…………………..

Contact details…………………………………………………………..

Any restrictions………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………

Permission

The undersigned, with authority from and on behalf of the owners of the above-named property hereby grant permission for Dale Curtis to fly a drone within the limitations of local and national aviation law with any restrictions detailed above.

Signature………………………… Date……………………………..

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Appendix l Pre-flight final checklist (daytime operation)

1 Show spotter/assistant how to activate RTH as EP 2 Remote controller and SUA have adequate charge 3 Remove gimbal lock 4 Inspect SUA and controller for any structural damage 5 Attach props, checking for damage or cracks 6 Manually spin props and listen to motor sound 7 Continue to Take-off Procedure (Volume 2 section 1.24)

Appendix m – Pre-flight checklist (night-time operations)

1 Show spotter/assistant how to activate RTH as EP 2 TOLS has adequate lighting to perform the pre-flight checks 3 Inspect SUA and controller for any structural damage 4 Check attachment and operation of additional lighting equipment 5 Attach props, checking for damage or cracks 6 Manually spin props and listen to motor sound 7 Continue to Take-off Procedure (Volume 2 section 1.24)

Appendix m – Battery log sheet

Date of Use Battery Number Initial % charge Final % charge 23rd January 1 100 74

2 100 100 24th January 1 100 100

2 100 24 25th January 1 100 46

2 100 32 11th February 1 100 78

2 100 100 14th February 1 100 100

2 100 26 22nd February 1 100 34

2 100 100 23rd February 1 100 31

2 100 28