OPERATIONS MANUAL

DJI Inspire 1

Document Reference: droneswork Operations Manual/ 1.0 Issue 1.0 – 1st December 2015

All rights reserved. Copies of this publication may not be reproduced for personal, company or organisation use without the expressed permission of droneswork.

Contents

Contents 0 Amendment Record 2 Commitment of Accountable Manager 2 Part 1 : Management & Control 3 1.1 Overview 3 1.1.1 Purpose 3 1.1.2 Scope 3 1.1.3 Definitions & Abbreviations 3 1.1.4 Document Control and Amendment Process 3 1.1.5 Referenced Documents 4 1.2 Organisation 4 1.2.1 Structure of Organisation 4 1.2.2 Nominated Personnel 4 1.2.3 Responsibilities 4 1.2.3.1 Organisational Responsibilities 4 1.2.3.2 Flight Responsibilities 4 1.2.3.3 Division of Responsibilities 5 1.3 Technical Description 6 1.3.1 Designation & Type 6 1.3.2 Aircraft Specification 7 1.3.3 Aircraft, Control System & Communications

Specification 8

1.4 Types of Operations 8 1.5 Operating Limitations and Conditions 8 1.6 Operational Control 9 1.6.1 Supervision of SUA Operations 9 1.6.2 Accident Prevention & Flight Safety Program 9 1.6.3 Flight Team Composition 9 1.6.4 Operation of Multiple Types of SUA 9 1.6.5 Qualification Requirements 9 1.6.6 Crew Health 10 1.6.7 Logs & Records 10 Part 2 : Operating Procedures 11 2.1 Flight Planning & Preparation 11 2.1.1 Determination of the intended tasks & feasibility 11 2.1.2 Operating Site Location & Assessment 11 2.1.3 Risk Management 12 2.1.4 Communications 12 2.1.5 Pre-Notification 12 2.1.6 Site Permissions 12 2.1.7 Weather 13 2.1.8 Preparation & Serviceability of Equipment & SUA 13 2.2 On Site Procedures 14 2.2.1 Site Survey 14 2.2.2 Selection of Operating Areas & Alternatives 14 2.2.3 Crew Briefing 14 2.2.4 Cordon Procedure 14 2.2.5 Communications 14 2.2.6 Weather Checks 14

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2.2.7 Charging & Fitting Batteries (Refuelling) 15 2.2.8 Loading of Equipment 15 2.2.9 Preflight Checks 15 2.2.10 Preparation and Correct Assembly of the Drone 15 2.3 Flight Procedures 16 2.3.1 Start 16 2.3.2 Take-Off 16 2.3.3 In Flight 16 2.3.4 Landing 16 2.3.5 Shutdown 16 2.3.6 Article 166/167 16 2.4 Emergency Procedures 17 2.4.0 Return to Home Function (RTH 17 2.4.1 Loss of Power to Engine 17 2.4.2 Aircraft Battery Failure 17 2.4.3 Transmitter Failure 17 2.4.4 Loss of Control Frequency 17 2.4.5 Malicious or Accidental Interference with Control

Frequency 18

2.4.6 Pilot Incapacitation 18 2.4.7 Fly Away Action 18 2.4.8 Aircraft Incursion 18 2.4.9 Ground Incursion 18 2.4.10 Battery Fire 19 Part 3 : Safety Management System 21 3.1 Safety Policy & National Perspective 21 3.2 Safety Goals 22 3.3 Safety Assurance 23 3.3.1 General 23 3.3.2 The Three Behaviours 24 3.3.3 Employees Safety Commitment 25 3.4 Safety Training 26 3.5 Mandatory Occurrence Reporting 26 APPENDIX A PERMISSION FOR AERIAL WORK 27 APPENDIX B RISK ASSESSMENT 29 PRE-SITE SURVEY 31 APPENDIX C EMERGENCY PROCEDURES 35 APPENDIX D RECORDS FOR EACH FLIGHT 38 APPENDIX E CHECKLISTS 39 EMBARKATION CHECKLIST 40 ON-SITE ASSESSMENT FORM 42 IN-FLIGHT CHECKLIST 44 POST-FLIGHT CHECKLIST 44 SERVICE & MAINTENANCE LOG 45 BATTERY LOG 46 INCIDENT LOG 47 APPENDIX F ANO ARTICLES 166 + 167 48 APPENDIX G INSPIRE 1 User_Manual__V1.8 49

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Amendment Record

Amendment Number Amendment Date Incorporated by

Amendments Incorporated

1 01/12/2015 Original

Commitment of Accountable Manager

This Operations Manual describes the organisation and procedures by which RPAS Company droneswork carries out its Small Unmanned Aircraft operations and is required to satisfy the requirements of National Aviation Authorities permissions and exemptions for Aerial Work. Document Reference: droneswork Operations Manual/ 1.0 It is accepted that these procedures do not override the necessity of complying with any new or amended regulation published by the UK Civil Aviation Authority from time to time, where these new or amended regulations are in conflict with these procedures. Signed Accountable Manager: Nicholas J Perry . For and on behalf of: droneswork a company registered in England and Wales Company No: N/A Enquiries regarding the content of this document should be addressed to: droneswork 33 Lutener Road Easebourne Midhurst West Sussex GU29 9AT

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Part 1: Management and Control

1.1 Overview

1.1.1 Purpose

The purpose of this document is to detail the items to be covered for the operation of the DJI Inspire 1 Remotely Piloted Air Systems (RPAS) by droneswork.

1.1.2 Scope

This operations manual applies to all personnel involved with the operation of the DJI Inspire 1by droneswork. A small unmanned aircraft is defined in the ANO as any unmanned aircraft weighing not more than 20 kg. A set of conditions are included at Articles 166 and 167 of the ANO subject to which small aircraft may be flown without complying with airworthiness or flight crew licensing requirements or with the Rules of the Air. These conditions include a prohibition on flight in controlled airspace or within an aerodrome traffic zone unless in either case the permission of the air traffic control unit has been obtained, a normal maximum height of 400 ft above the surface, 500m from the Pilot-in-command and a prohibition on flight for the purposes of aerial work without the specific permission of CAA. Article 167 specifically covers the use of small unmanned aircraft for surveillance or data gathering.

1.1.3 Definitions and Abbreviations

Reference Title

ANO Air Navigation Order CAA Civil Aviation Authority CAP Civil Aviation Publication PIC Pilot-in-Command

RPAS Remotely Piloted Aircraft System

RPAS CDR Remotely Piloted Aircraft System Commander

RPS Remote Pilot Station UAS Unmanned Aircraft System

VLOS Visual Line of Sight MTOM Maximum Take Off Mass NOTAM Notice to Airmen

1.1.4 Document Control and Amendment Process

To ensure the Operations Manual is kept current and that the different versions are not being used there is an amendment tracking table in page 2 of the manual. There is also an excel spreadsheet detailing the most recent amendment date where anyone can go and check to ensure they have the most recent manual. Notification of major amendments will be sent to all parties involved in droneswork operations.

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1.1.5 Referenced Documents

Reference Title Issue

DJI Inspire 1 + Zenmuse Gimbal User Manual V 1.8 (2015-11-03

revision)

CAP 382 Mandatory Occurrence Reporting Scheme Version 9.0 March 2012

CAP 393 Air Navigation Order and the Regulations Edition 4.1 – 01/04/2015

CAP 722 Unmanned Aircraft

Systems in UK Airspace – Guidance

6th Edition – 31/03/2015

1.2 Organisation

1.2.1 Structure of Organisation

Nicholas Perry is the Director and Accountable Manager of droneswork. He is a Commercial UAV Pilot and photographer. He has twenty five years’ experience in photography, advertising and digitald. All other members of droneswork are freelance and fill a variety of roles as definite below in section 1.2.3.3 & 1.6. Insurance Information: Coverdrone – Policy no: 00-DRON18CD01

Public Liability insurance: Coverdrone – Policy no: 00-DRON18CD01-£2,000,000

Dates of Insurance: 26/02/2016 – 26/02/2017 1.2.2 Nominated Personnel

Pilot-in-Command: Nicholas Perry Qualification UAQ 0028 Tel: 07903 055553 Operations/Production: Nicholas Perry Technical Manager: Jonathan Perry Cameraman/Gimbal Operator: Mark Perry, Allan Jenkins Updates and Maintenance: Nicholas Perry

1.2.3 Responsibilities

1.2.3.1 Organisational Responsibilities

Nicholas Perry is the Accountable Manager of droneswork.

1.2.3.2 Flight Responsibilities Nicholas Perry, Remotely Piloted Air System Commander (CDR).

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1.2.3.3 Division of Responsibilities

The PIC is in charge of all personnel in the droneswork filming crew, and will have control either directly or through an intermediary of all people involved in the filming on a site. The RPAS CDR is ultimately responsible for:

v Creating a safe environment to carry out the aerial production safely and securely. v Ensuring pre job reconnaissance in order to complete a full risk assessment and to highlight any health and safety concerns. v Ensuring completion of a risk assessment form for every aspect of each specific job that may affect the operation of the RPAS. v Decision on whether the client requirement(s) are both feasible and safe. v Ensuring a full briefing of the aerial filming crew takes place. v Ensuring a safety and security briefing takes place with other people working at the filming locations v Ensuring all safety and security precautions are in place as per the risk assessment. v All piloting responsibilities. v All pre-flight/in-flight/post-flight checks.

Many commercial operations of the RPAS will take place with a spotter whose responsibilities will be as follows:

v Helping the RPAS CDR maintain safety and security of the sight. v Helping RPAS CDR with general operational responsibilities. v Set up of the landing and take-off areas. v Maintaining cordons. v Highlighting any safety/security concerns for the RPAS CDR during flight. v Acting as a second “eyes and ears” for the RPAS CDR. v Operation of “return home” button if RPAS CDR becomes incapacitated.

On certain jobs a separate camera operator will also be used whose responsibilities will be:

v Operation of camera equipment. v Highlighting any safety/security concerns for RPAS CDR during flight.

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1.3 Technical Description

1.3.1 Designation and Type

Type 1

Operator dronesworkd

Manufacturer DJI Innovations

Distributor RC Geeks. 14 The Brunel Centre, Newton Rd, Crawley, West Sussex

RH10 9TU Airframe Make DJI Innovations Airframe Model Inspire 1 Serial Number W13DCE26041462 Registration N/A

Type Multi-Rotor

Type 2

Operator Manufacturer

Distributor Airframe Make Airframe Model Serial Number Registration

Type

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1.3.2 Aircraft Specification

Type 1: DJI Inspire 1

Span / Diameter 451 mm Flight Test Weight 2.94 Kg

MTOM 2.94 kg Engine Type Electric Brushless Motor

Number of Engines 4 Power LiPo 6S High voltage battery

Battery Size 4500 mAh 22.2V Propellor Model DJI 1345T Flight Controller DJI C1

Power (if separate) N/A GPS Unit DJI GPS/Compass

Controller Type DJI C1 Receiver DJI C1

Control Frequency 2.4 GHz Telemetry Link N/A

Telemetry Frequency N/A Payload Link N/A

Payload Datalink Frequency N/A

Type 2:

Span / Diameter Flight Test Weight

MTOM Engine Type

Number of Engines Engine Size

Power Battery Size

Propellor Size Flight Controller

Power (if separate) GPS Unit

Controller Type Receiver

Ground Station Type Control Frequency

Telemetry Link Telemetry Frequency

Payload Link Payload Datalink Frequency

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1.3.3 Aircraft, Control System and Communications Specification

Type 1, 2, 3 and 4

Computer or base system N/A

Operating System N/A Ground control software N/A

1.4 Types of Operations

Aerial Filming, Aerial Photography.

1.5 Operating Limitations and Conditions Type 1:

Operational Ceiling 4000m amsl Operational endurance 12-15 minutes

Maximum speed 22m/s at mean sea level Maximum OAT +40C Minimum OAT -10C

Visibility See Articles 166 and 167 of the ANO or to maintain visual line of sight on the craft

Precipitation No operation will be conducted. UAV will land as soon as it begins raining.

• All restrictions as laid down in the PFAW or the ANO. • Following a new firmware/ software update, droneswork will conduct a thorough

safety and flight check, in a safe and secure location, before conducting an operation.

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1.6 Operational Control 1.6.1 Supervision of SUA Operations

For most jobs a spotter will be used to supervise and aid the RPAS CDR. Based on the risk assessment and pre-site survey other spotters will be considered for operations where the pilot-in-command would not otherwise be able to conduct the flight in a safe and secure manner. When a spotter is used their role will be to supervise the operation of the RPAS and ensure that any possible hazards in the flight zone are bought to the attention of the RPAS CDR.

1.6.2 Accident Prevention and Flight Safety Program To ensure the safe operation of the UAS the aircraft will be operated as per the guidelines laid out in CAP 722. To assess the safety, security and feasibility of every operation or flight droneswork Ltd will carry out a risk assessment and pre-site survey. The details of which can be found in this operations manual and the relevant forms in the appendices. Any accident, or serious incident, should be reported to the national investigation authority. All other occurrences should be reported under the CAA Mandatory Occurrence Reporting Scheme (details of which can be found in CAP 382). An internal investigation will also take place for any safety incidents. In the event that guidance of a UAS is lost or significantly restricted then the relevant ATM agencies will be informed (the relevant ATM agencies will be identified in the risk assessment and pre-site survey.) Relevant local/national emergency services will also be informed as necessary.

1.6.3 Flight Team Composition Crew set up: Pilot, Spotter and camera operator (when required).

1.6.4 Operation of Multiple types of SUA Not applicable at this present time.

1.6.5 Qualification Requirements

All personnel piloting any UAV must have undertaken the following:

v Ground School and Theory Examination with an approved Full UK National Qualified Entity. v Skills Test with an approved Full UK National Qualified Entity. v Internal training on droneswork procedures, checklists and planning.

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1.6.6 Crew Health

Any pilot flying a UAS for droneswork will be required to hold at least the minimum CAA requirement of a National Private Pilots Licence (NPPL) Medical. In order to ensure that vigilance is maintained at a satisfactory level, to ensure fatigue and stress do not cause any safety concerns, the following rules must be adhered to:

v Pilots must take a mandatory 15 minute break between every two hours of duty. v Every two hours of flying time a break of 30 minutes must be taken. v The pilot must do no more than 3 hours flight time in one 24 hour period. v A pilot must have at least one rest day in a seven day period. v The ultimate responsibility for safety, security and operation of the UAS will be down to the PIC, however the cameraman (when required) and spotter will help reduce the workload for the pilot. v No alcohol within 8 hours of flying and only light consumption within 12 hours. v The use of any drug that may impair the pilots ability to operate safely.

1.6.7 Logs and Records

All flights will be recorded in an aircraft log book or recorded digitally on a tablet or P.C. The pilot will record all of his flights in a pilot log book if this is not automatically done by the flight application. The age of all the parts and any changes/repairs made to the aircraft will be recorded in the aircraft service and maintenance logs. All batteries will be logged in a battery log to monitor charge and usage.

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Part 2: Operating Procedures

2.1 Flight Planning / Preparation

2.1.1 Determination of the intended tasks and feasibility

In order to determine the intended tasks and their feasibility the following procedure will be followed:

v Brief from the client, in person if email/phone intentions cannot be laid down clearly. v Site visit to assess all relevant details. (See Pre-Flight Survey & risk assessments in APPENDIX B & E). v Team discussion and discussion with client to confirm intended task and pass as feasible.

2.1.2 Operating Site Location and Assessment The pre-job site visit will be used to familiarise the pilot and crew with the location and assess any safety and security issues. Every site will be considered as follows:

v What type of airspace is it? Are any specific provisions/permissions required? v Are there other aircraft operations in the area? v Are there any commercial/industrial sites or hazards nearby that need considering? Are there any military sites nearby? Do any of these need advance warning of the activities? v Are there any local bye laws that affect the operations? v What obstructions are there in the operations area? (Natural and man-made). v Are there any extraordinary restrictions such as danger areas or restricted areas? v Are there any residential/recreational areas in close proximity to the area of operations? Does any action need to be taken? v What is the public access to the site like? v Who is the landowner? Have we got their permission? v What is the intended date for filming? What is the weather forecast for this day? v Will there be any changes to the site on the day? E.g. film set, cranes, crew car park v Likely operating site and alternative sites will be considered under the three following categories:

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• Is there a landing and take-off location that is safe and secure so as to maintain safe separation from any other aircraft, people, or structures? What needs to be done to make the site meet the requirements? Could anything affect the site between the day of the pre-job assessment and the actual operation day (such as wet ground)? Is there a contingency?

• What is around the filming/live action area of the flight? Is it safe for orbits of the aircraft? Is there a location where the aircraft can rest at a hover?

• Is there a safe transition route from the take off/landing area to the filming area? If the UAS reverts to automatic return home system in the action area would there be a safe route back to the landing/take off zone at all times?

This assessment will be done by using:

v Current aeronautical charts v UK AIS (www.ais.org.uk) and (www.skydemonlight.com)- to check NOTAM’s and other airspace requirements. v OS maps or their equivalent will be used to check the surrounding area and when required bird’s eye view drawings will be made of the area of operations. v Google Earth can partially aid with potential hazards and provide other pre-site inspection information.

2.1.3 Risk Management

Any hazards will be identified using the list as outlined in section 2.1.2 (See Appendix B – Risk assessments as well as the pre-site and on-site assessment forms). Any hazards identified will be mitigated with appropriate procedures. Upon completion of the pre-job risk assessment a matrix risk assessment will be done to consider the potential effects of any problem/hazard against the likelihood of that problem occurring. This will then influence the setup and preparation for the operation.

2.1.4 Communications During the risk assessment contact numbers for local aircraft operations will be noted down. As well as any other businesses/ locations that may be affected by the flight. This will be on hand during the flight. If necessary some of these parties may be forewarned of the aerial activity.

2.1.5 Pre-Notification If a flight is performed in an ATZ, near to any aerodrome/aircraft operating site, or permission for use of a higher category of airspace is required then the contact details of the relevant parties will be established and will be contacted to gain permission. NATS and the CAA will be contacted if a TDA needs establishing or the flight needs to be put on the NOTAM’s. The number of the local police will always be noted down for any flight and if deemed necessary the police will be informed in advance of any intended flight.

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2.1.6 Site Permissions Before the use of any site for take off or landing the use of the land will be confirmed with the landowner with a confirmation form.

2.1.7 Weather

The weather will be assessed at appropriate times to ascertain whether the flight can take place and where the forecast/current weather situations fall outside the operating limits of the RPAV. The tools used for this assessment will be:

v Met Office Aviation Briefing Service (http://www.metoffice.gov.uk/aviation/ga-briefing-services) v Aeroweather (http://www.aeroweather.ch/) v Hover app v http://www.uavforecast.com/

2.1.8 Preparation and Serviceability of Equipment and SUA

All components of the UAS will be recorded on a component log that will show when it was last replaced/installed and when it is due to be replaced. (See Service & Maintenance Logs & Battery Logs in Appendix B). Maintenance, when required, will be performed by The Maintenance Manager and any updates to the UAS firmware or components will be installed by The Maintenance Manager. Every engine will be checked before every flight by twisting to ensure it is airworthy. Every battery will be numbered and a log kept detailing:

v Battery number v Flight Duration v A record of the number of times each battery has been charged. v Notes

This will ensure all batteries are maintained safely and are charged appropriately for flight. Any batteries left for over 7 days without being used will be drained fully and re-charged before use. Before and after every flight the PIC will do a full flight inspection of the UAS.

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2.2 On Site Procedures

2.2.1 Site Survey

Droneswork will carry out a site survey as per the attached pre & on site assessment forms (see APPENDIX B & E) to ascertain all the information needed for a safe, secure and successful operation.

2.2.2 Selection of Operating Areas and Alternate The principle of Size, Shape, Surrounds, Surface, Slope will be used alongside the pre-site & on-site assessments to select the appropriate operating area. A clearance of obstacles like trees and high structures will also be considered to allow for the safe use of the RTH function.

2.2.3 Crew Briefing Before any operation the crew involved will be briefed with the following:

v Pre-Site Survey & Risk Assessment v Plan for the shoot v Embarkation and Arrival checklists (detailing responsibilities of each crew member) v Weather v Unexpected eventualities

2.2.4 Cordon Procedure

A take-off and landing area will be established to ensure anyone not under the control of the PIC is kept a minimum of 30m away from the landing/take-off location. The cordons used will be appropriate to the location of the filming/photography, the spotter will help maintain this cordon. A cordon will also be maintained during flight to ensure no one beyond the control of the RPAS CDR gets within 50m of the UAS.

2.2.5 Communications 2.4 GHz Channel Used for the RPAS. Communication between the crew will remain within audible distance, except at sites where two way radios are deemed necessary as per the risk assessment.

2.2.6 Weather Checks Weather is checked using the Met Office METAR’s, TAF’s and reports on the aviation briefing service.

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2.2.7 Charging and fitting Batteries (Refuelling)

The batteries will be charged after every use using the DJI official charger and their charge status will be recorded in a battery log after every flight/charging by the RPAS CDR. Battery integrity and condition will be assessed prior to and after every use. Prior to use the Technical Manager will oversee the charging and discharging of batteries in a safe environment. Defects and battery information will be logged and dealt with. If batteries require charging on-site then a charging area will be selected and cordoned off from the public. Fire and safety equipment will be positioned nearby.

2.2.8 Loading of Equipment The current UAV is a fully integrated system. Additional equipment will not be added to the UAV. Future models will always be balanced and checked by the PIC. This will be included in future amendments to this document.

2.2.9 Preflight Checks Preflight checks are done as per the Embarkation Checklist.

2.2.10 Preparation and Correct Assembly of the Drone

The PIC will assemble the aircraft as per the Embarkation Checklist and the Manufacturers Instructions (See APPENDIX G - Inspire _1_User_Manual__V1.8)

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2.3 Flight Procedures

2.3.1 Start

The PIC will run through the start up process as per the UAS checklist. NOTAMs will be also be checked for the relevant local area before the flight. This will carried out on the day of the flight.

2.3.2 Take-Off Ensuring the entire crew are ready and appropriate safety and security measures are all in place the PIC will take off as per the UAS checklist.

2.3.3 In Flight The PIC will operate the aircraft as per the UAS checklist

2.3.4 Landing Ensuring the landing area is safe and secure. Then landing procedure as per checklist.

2.3.5 Shutdown Then shutdown procedure as per checklist.

2.3.6 Article 166/167 All flying activities will adhere to articles 166 and 167 of the ANO. These articles can be found in APPENDIX F. (Unless a specific exemption has been granted by the relevant authority).

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2.4 Emergency Procedures

2.4.0 Return to Home Function (RTH)

The Inspire 1 drone has a failsafe that should safely return the drone to either a static Home point (Usually take off/ Landing zone) or a Dynamic Home point (Usually the remote controller) when triggered. It will enter RTH when the battery hits a predetermined charge level, when a loss of transmitter signal occurs or when the RTH button on the controller is pressed. More information about the exact behaviour of the drone during RTH can be found in APPENDIX G – INSPIRE 1_USER MANUAL.

2.4.1 Loss of Power to Engine UAS will be required to make an emergency landing or controlled ditch. Spotters and/ or photographer can aid in identifying appropriate emergency landing areas (if the USAS is not capable of reaching the intended landing or emergency landing areas). They can also help alert any public to the situation. If control is lost and cannot be regained the PIC will call the emergency code which is “Brace, Brace”. See emergency checklist.

2.4.2 Aircraft Battery Failure If the aircraft battery fails the PIC will continue control inputs until the aircraft comes in to contact with the ground in an attempt to regain power and to attempt to pilot the UAS in to a location that is safe and secure for an uncontrolled landing. The PIC will call the emergency code which is “Brace, Brace”. The spotter and other members of the crew will alert people to the problem and try to ensure nobody is near the possible location of the emergency landing. Battery failure often be anticipated through the use of battery logs to identify battery charge or over use. The Inspire system provides a ‘battery remaining’ percentage as well as voltage information. The pilot should monitor battery levels on a minute by minute basis and this should alert them to potential problems. On reaching a battery charge of 30% the PIC will immediately return the UAV to it’s take off/ landing site.

2.4.3 Transmitter Failure As soon as signal to the transmitter is lost the UAS will return to land at the landing/take off area automatically.

2.4.4 Loss of Control Frequency The flight controllers auto-landing system will automatically use the pre-set GPS co-ordinates to return to land at the landing/take off area. PIC will cycle power to control unit to try and regain manual control.

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2.4.5 Malicious or Accidental Interference with Control Frequency

Spotter will attempt to locate source of interference. PIC will land the UAS back at the landing/take off area as soon as possible.

2.4.6 Pilot Incapacitation Spotter or cameraman (if on the job) will immediately press the return home button on the control unit so that the UAS returns to land at the landing/take off area automatically.

2.4.7 Fly Away Action

v Immediately reduce throttle to attempt a landing or ‘controlled crash’ v The PIC will make a mayday call to the relevant frequency. v A 999 call will be made to the police. v The crew will follow the aircraft (if possible) to try and maintain visual contact and so as to inform the authorities where the UAS is. v Throughout this process the PIC will continually try and regain control as well as pressing the return home button at regular intervals. v Local ATZ’s will be immediately informed (if in range). These will be listed in the pre-flight risk assessment.

2.4.8 Aircraft Incursion

If any other aircraft makes an incursion in to the 400ft (500m) operational area of the RPAS activities the pilot will land the aircraft immediately ensuring maximum separation is maintained between the droneswork RPAS and the infringing aircraft. If any observed aircraft looks likely to encroach on the operational area the PIC should immediately consider safe evasive action.

2.4.9 Ground Incursion

If a person, vehicle or animal encroaches within 50m of the PIC or within 50m of the flight operation –

v The pilot will cease all flight operations to assess the threat. v The pilot will immediately move the RPAS away from the threat in an attempt to maintain 50m separation until the third party is clear. v If the encroachment continues the pilot will continue to move the RPAS away from the incursion and then attempt to land at the nearest safe location.

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2.4.10 Battery fire procedure

Smoke and/or fire coming from aircraft. § LAND AIRCRAFT ASAP Land at nearest available safe location § ENGINES OFF Shut engine(s) down and make safe § CLEAR AREA Clear people and hazards from around the aircraft § REQUEST ASSISTANCE Raise the alarm and request assistance (emergency services if required) § GATHER SAFETY EQUIPMENT

If safe to approach and to do so:

§ EXTINGUISH FIRE Use CO2 or a powder extinguisher § DISCONNECT BATTERY § LEAVE TO COOL § SAFELY DISPOSE OF BATTERY

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INTENTIONALLY LEFT BLANK

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Part 3: Safety Management System

3.1 Safety Policy and National Perspective Droneswork adopts best industry practice to ensure that all its flight operations using small unmanned aircraft systems is carried out as safely as possible. Droneswork addresses operations in the UK and covers regulations, procedures and specific details concerning individual countries. Where specific National Aviation Authority requirements are addressed, these are preceded by the following prefix to lines and paragraphs as appropriate: {UK} CAA-UK – United Kingdom - Civil Aviation Authority Safety is the primary responsibility of all personnel involved in droneswork operations. By the use of proactive and systematic management droneswork is committed to:

v Setting and achieving the highest possible operational and RPAS maintenance standards; v Complying with all applicable legislation; v Considering best practices; v Providing appropriate resources; v Enforcing safety as one primary responsibility of all managers (and operational personnel); v Not blaming someone for reporting something which would not have been otherwise detected.

Safety is of paramount concern in all decisions that droneswork makes and the management must ensure that this policy is rigorously applied. All droneswork personnel must comply with this manual and all relevant statutory regulation. Management must ensure that droneswork personnel, equipment, operations and documentary approvals are kept up to date with any current regulations and standards. Safety is everybody’s responsibility and it is the duty of all employees to bring to the attention of their colleagues any potentially unsafe practices or situations. We are committed to a “Just Safety Culture”, in that we have an open, flexible and fair reporting culture with the intention of learning from any errors or omissions to the benefit of a continuous improvement in safety standards. We are committed to the continuous improvement in the quality of everything that we do. This, ensures airworthy UAS, safe operations and regulatory compliance, but also satisfies our customers’ expectations, provides a sound commercial basis for our operations and strengthens the business. We intend to maintain a process of continuous improvement in safety performance with the ultimate aim of minimising the risk of an accident occurring. droneswork provides all staff with appropriate training to enable them to conduct their duties safely. Signed Nicholas Perry Accountable Manager

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3.2 Safety Goals

Safety is paramount to all droneswork operations. We will take all necessary measures to ensure that we achieve the safe operation of all droneswork Small Unmanned aircraft Systems as stated in this manual. The safety goals of droneswork will be focused on three main areas:

v Do not cause injury or endanger the life of any person or animal; v Do not cause any damage to structures or vehicles; v Do not cause any damage or pollution of the environment/nature.

Expectation of perfection is not a reasonable expectation but the management of droneswork will do their utmost to ensure these goals are met.

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3.3 Safety Assurance

3.3.1 General

Safety assurance will be achieved through the pursuit of the following aspects:

v Training/Learning: As described in 3.4 v Behavioural Choices: As described in 3.3.2 v System Design: Through the use operating procedures as discussed in Part 2. As well as the use of risk assessments before every job, pre and post flight checks and ongoing maintenance and airworthiness checks. v Appropriate Equipment: All RPAS equipment and supporting equipment is safe, up to date and checked on an ongoing basis. v Values and Expectations: Based on the Safety Commitment as documented in 3.3.3. v Accountability and Justice: As documented in 3.3.2 droneswork will ensure all safety issues are reported, reviewed and dealt with accordingly.

As the SMS system is implemented and developed further these aspects of the SMS will be detailed and documented. These aspects make up the idea of a “Just Culture” which droneswork will implement. “Just Culture” is the system used to implement organisational improvement, presenting a set of design laws that influence our ability to create the outcomes we need.

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3.3.2 The Three Behaviours

In order to achieve a just culture three behaviours will be reviewed:

v Human errors v At Risk behaviour v Reckless

The three behaviours will be assessed to work out the required resolutory action using the following flow diagram (this is to be used after an incident or accident):

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3.3.3 Employees Safety Commitment

Every pilot (full-time, part-time or freelance), photographer or PIC will sign a safety commitment to show they accept the Safety System in place at droneswork:

Employees Safety Commitment

Personal: I agree to take personal responsibility for ensuring that I acquire and apply the knowledge, skills, methods, procedures and tools needed to carry out my job to the required standards of effectiveness and safety. Ownership: I agree to take full ownership of any task I undertake and I will always be alert to and act on any circumstances which prevent me delivering what others expect of me. Team: I agree to be held accountable by my colleagues and managers for all matters for which I have accepted personal responsibility. Accountability: I will hold all my colleagues and managers accountable for all matters for which they have accepted personal responsibility. This acknowledges the fact that everyone else in droneswork agrees to take ownership of their responsibilities, as I do. Signature: Printed Name: Droneswork Witness: Date: My commitment is validated by the signed commitment of every other employee and

remains in force for the duration of my contract.

26

3.4 Safety Training

Safety training will be compulsory for all droneswork personnel. On starting work with droneswork as a contractor or on a full time basis the employee will receive SMS training and relevant systems training before commencing work.

3.5 Mandatory Occurrence Reporting

All accidents and serious incidents will be reported to the AAIB and the CAA (or equivalent national authority if it takes place in another country). Please find definitions for an accident or serious incident in CAP 722 Chapter 9. All other incidents will be reported to the UK CAA under the CAA Mandatory Occurrence Reporting Scheme (MOR Scheme). To decide whether an event is a “reportable occurrence” then reference should be made to Appendix B of CAP 382 but there are also UAS specific events not recorded in CAP 382 which should also be considered as reportable events these are:

v Loss of control/Datalink – where that loss resulted in an event that was potentially prejudicial to the safety of other airspace users or third parties. v Navigation failures. v Pilot station configuration changes/errors:

• Between Pilots Stations; • Transfer to/from launch control/mission control stations; • Display failures; and • Crew Resource Management (CRM) failure/confusion.

v Structural damage/heavy landings. v Flight programming errors (e.g. incorrect speed programmed). v Any incident that injures a third party.

27

APPENDIX A – PERMISSION FOR AERIAL WORK

Put specific Permission here when received from the CAA.

28

INTENTIONALLY LEFT BLANK

29

APPENDIX B – RISK ASSESSMENT Droneswork will use the table and method below to assess risks and plan for their mitigation.

Key to the table:

(a) The likelihood of a risk occurrence (b) The resulting severity of the impact if the occurrence happens. Multiplying A and B together will give you the overall score. The thick black line is the “Line of tolerance”. Anything above this represents an unacceptable level of risk and requires additional analysis and mitigation before any job may proceed.

Green = Low risk, Amber 9 = Medium risk, Amber 10 –12 high risk, Red = High risk

LIK

ELIH

OO

D O

F O

CC

UR

REN

CE

(A)

Very Likely

5

5

10

15

20

25

Likely

4

12

16

20

4

8

Feasible

3

12

15

3

6

9

Slight

2

2

4

6

8

10

Very Unlikely

1

1

2

3

4

5

Insignificant 1

Minor 2

Significant 3

Major 4

Critical 5

SEVERITY OF IMPACT (B)

Likelihood of Occurrence (A) Severity of Impact (B) 1 - Very unlikely (hasn’t occurred before) 1 - Insignificant (have no effect)

2 - Slight (rarely occurs) 2 - Minor (little effect) 3 - Feasible (possible, but not common) 3 - Significant (may pose a problem) 4 - Likely (has before, will again) 4 - Major (Will pose a problem) 5 - Very Likely (occurs frequently) 5 - Critical (Immediate action required)

30

31

PRE-SITE SURVEY/ RISK ASSESSMENT

SECTION 1: JOB DETAILS Date of Flight: Job Number: !

Pilot in Command: Mission Summary:

Support Pilot:

Observer:

!

SECTION 2: SITE DETAILS Landowner: Tel: Email: Permission Received:

Y N

Site address:

Site Co-ordinates:

Vehicle Access: Y N

Site Altitude (ft. amsl):

Local Hospital: Contact Number:

Local Police: Contact Number:

!

SECTION 3: AIRSPACE 3A: AIRSPACE (WITHIN 10NM)

Controlled/Uncontrolled: C U Airspace Classification:

ATC Permission Required: Y N

!

3B: AIRPORTS (WITHIN 10NM) Airport Name Operation in

(M)ATZ Permission Required

Contact Name/Number

1: Y N Y N !!

2: Y N Y N !!

3: Y N Y N !!

!

32

3C: AIRSPACE HAZARDS (WITHIN 10NM) Item Airspace Ref

Number(s) SUA Prohibited Comments/Restrictions

Danger Areas: ! Y N !

!

Restricted Areas: ! Y N !

!

Prohibited Areas: ! Y N !

!

Conservation Areas: ! Y N !

!

Other Airspace: ! Y N !

!

NOTAM Restrictions: ! Y N !

!

!

SECTION 4: GROUND ASSESSMENT Item Comments/Restrictions/Mitigations

Congested Areas:

Isolated Structures:

Third Party Infringement Risk and Site Control:

Roads and Rights of Way:

Livestock:

Recreational Spaces:

Other Restrictions:

!

33

SECTION 5: WEATHER FORECAST Item Comments Wind Strength:

Temperature (max/min):

Humidity (approx.):

Sunrise/Sunset (If limiting):

K Index (space weather):

General Forecast:

!

SECTION 6: NOTES AND COMMENTS !

!

!

!

!

!

!

!

!

!

!

!

!

SECTION 7: APPROVAL TO OPERATE On the basis of the flight planning assessment I believe the flight can be conducted safely, in accordance with the Air Navigation Order, company PFAW and Operations Manual.!! Y! !N !

PREPARED BY: SIGNED:

DATE:

!

34

INTENTIONALLY LEFT BLANK

35

APPENDIX C –

EMERGENCY PROCEDURES

!!

SITE INCURSION Incursion of 50m (30m t/o or ldg) radius by person or vehicle not under the control of the PIC.

! REPOSITION AIRCRAFT Reposition aircraft to increase separation and hold until third party is clear.

If third party continues to encroach site or approaches pilot:

! LAND ASAP Land at first available safe location

AIRSPACE INCURSION Aircraft noise heard in the vicinity of the site.

! ATTEMPT TO LOCATE AIRCRAFT If unable to locate aircraft:

! REDUCE ALTITUDE Bring aircraft to low level hover

If aircraft located:

! ASSESS THREAT If no threat: ! CONTINUE FLIGHT AND MONITOR If threat: ! REDUCE ALTITUDE OR LAND

GPS FLYAWAY Operating in GPS mode control of aircraft is lost or becomes erratic.

! SELECT ‘ATTI’ MODE (or equivalent where fitted) This disables the GPS ! LAND ASAP Once control has been recovered, discontinue flight

If unsuccessful:

! LAND ASAP Reduce throttle to increase rate of descent. Attempt to land in safe location

! RAISE DEFECT and MOR A defect should be raised for troubleshooting - consider filing a MOR

36

LOSS OF ENGINE POWER Partial or complete loss of power of one or more engine.

! LAND ASAP Land aircraft at the nearest available safe location

TRANSMITTER BATTERY FAILURE Failure of the transmitter battery

! AIRCRAFT ENTERS FAILSAFE MODE LOSS OF CONTROL LINK Failure of the signal between the transmitter and aircraft

! AIRCRAFT ENTERS FAILSAFE MODE AIRCRAFT BATTERY FAILURE Failure of a battery on an aircraft.

! ESTABLISH FLIGHT TIME Determine remaining flight time and monitor endurance ! RETURN AIRCRAFT HOME Return the aircraft to the landing zone if it has enough charge.

If remaining endurance is insufficient to return home: ! LAND ASAP Land aircraft in nearest available safe location

PILOT INCAPACITATION Pilot becomes unwell to the extent that the safety of the flight is/will be compromised.

! ADVISE GROUND CREW MEMBER ! LAND AIRCRAFT Return the aircraft to the landing zone or land in nearest safe location

If unable to maintain control of aircraft: ! SWITCH OFF TRANSMITTER This will active failsafe mode

If unable to switch off transmitter:

! GROUND CREW ALERT Ground crew should switch off transmitter

!

37

FIRE or SMOKE Smoke and/or fire coming from aircraft.

! LAND AIRCRAFT ASAP Land at nearest available safe location ! ENGINES OFF Shut engine(s) down and make safe ! CLEAR AREA Clear people and hazards from around the aircraft ! REQUEST ASSISTANCE Raise the alarm and request assistance (emergency services if required) ! GATHER SAFETY EQUIPMENT

If safe to approach and to do so:

! EXTINGUISH FIRE Use CO2 or a powder extinguisher ! DISCONNECT BATTERY ! LEAVE TO COOL

!

38

APPENDIX D – RECORDS FOR EACH FLIGHT Detailed flight records are automatically recorded through the DJI app. Example excerpts from these can be seen below:

39

APPENDIX E – CHECKLISTS Starting on next page

40

EMBARKATION CHECKLIST

BEFORE START LANDOWNERS PERMISSION OBTAIN

! Ensure that you have obtained the landowners permissions (preferably in writing) PRE-SITE ASSESSMENT COMPLETE

• Complete the pre-site survey using the i fly imaging assessment form • Complete any actions required to mitigate risk • Inform client if operation is possible

PREPARATION COMPLETE • Charge sufficient batteries and check condition • Check firmware is all up to date. Update if required (By Nicholas Perry) • Check airframe, gimble, camera & remote for damage. Check all functioning

correctly • Record any defects on battery & service logs • Check destination, travel time & route • Compile paperwork ready for operation

BRIEFING • Pre-site survey • Plan for shoot • Checklists & crew responsibilities • Unexpected eventualities/ emergency procedures

ON- SITE ASSESSMENT COMPLETE ! Complete the site assessment using the I fly imaging on-site assessment form ! Complete any actions required to mitigate risk ! Secure the site from third parties ! Secure take-off and landing zones if required

TECHNICAL LOG REVIEW ! Review technical log for defects ! Check any maintenance action/defects has been completed/cleared

AIRFRAME ASSEMBLE ! Assemble airframe (propellers, motors, gimbal and sensors)

SAFETY EQUIPMENT CHECK and DISTRIBUTE ! Check condition of equipment ! Position equipment as required

BATTERIES CHECK and LOAD ! Check condition and charge sufficient for flight ! Connect to aircraft electrical system

PRE FLIGHT INSPECTION COMPLETE ! Propellers: check position, mounting and condition ! Battery: check mounting ! Airframe: check general condition, connections and fittings ! Payload mounting: secure

EMERGENCY ACTIONS REVIEW ! Review emergency landing and holding areas

CONTROL LINK ESTABLISH ! Check that signal strength is ‘good’ and free of interference

!

41

NAVIGATION SENSORS and AVIONIC CALIBRATE § Calibrate GPS & compass § Start engines

TAKE-OFF AREA CLEAR § Check take-off area is clear of persons and foreign objects

CONTROLS & RESPONSE Once stable in hover check -

• Controls & correct response • Battery level • GPS strength • Controller signal

AFTER TAKE-OFF • Pilot & spotter agree that the area is clear of dangers and the operation can

safely begin • Monitor batteries regularly (every minute or so) • Monitor for incursions and dangers at all times

42

ON-SITE ASSESSMENT FORM !!SECTION 1: JOB DETAILS Date of Flight: Job Number:

Pilot in Command: Mission Summary: Support Pilot:

Observer:

Aircraft Type/Number:

SECTION 2: WEATHER Item Comments Wind Strength:

Temperature:

Relative Humidity (approx.):

Sunrise/Sunset (If limiting):

Solar Weather – Geomagnetic Index (L/M/H)

L M H

General Weather Comments: (Sun/Cloud/Rain)

!!SECTION 3: CONTACTS Person Number Agency Name Number PIC: Local Hospital: Support Pilot: Local Police: Observer: ATC 1: Client: ATC 2:

43

SECTION 4: SITE ASSESSMENT Item Threat Comments/Mitigation Obstructions:

Y N

Sources of Radio Interference:

Y N

Livestock:

Y N

Public Access:

Y N

Proximity to Structures:

Y N

Proximity to Roads:

Y N

Line of sight obstructions:

Y N

Surface Condition:

SECTION 5: SITE CHECKLIST Item Checked Comments Site Secure:

Y N/A

Two way communications: Y N/A

Take-off zone identified:

Y N/A

Primary Landing Zone Identified:

Y N/A

Emergency Landing Area(s): Y N/A

Holding Area Identified:

Y N/A

SECTION 6: APPROVAL TO OPERATE On the basis of the site assessment I believe the flight can be conducted safely, in accordance with the Air Navigation Order, company PFAW and Operations Manual. Y N

PREPARED BY: SIGNED:

DATE:

44

IN-FLIGHT CHECKLIST

AFTER TAKEOFF CONTROLS AND RESPONSE CHECK

! Once stable in hover check flight controls and correct response AFTER TAKEOFF CHECKLIST COMPLETE

! If single pilot - this is a memory item !

POST-FLIGHT CHECKLIST AFTER LANDING ENGINES OFF

! Shutdown engines ! Switch off remaining equipment

BATTERIES DISCONNECT ! Disconnect all batteries from the electrical system ! Check overall condition ! Allow batteries to cool

AFTER LANDING CHECKLIST COMPLETE POST FLIGHT INSPECTION COMPLETE

! Airframe: check condition ! Propellers: check condition ! Payload mounting: check condition ! Landing gear: check condition

POST FLIGHT BATTERIES SECURE

! Secure batteries in the hard case TECHNICAL LOG COMPLETE

! Complete logs for propellers and batteries (Batteries are logged when next charged) ! Record any defects that have occurred during flight

PILOT LOG COMPLETE COMPANY PAPERWORK COMPLETE

! Complete any paperwork relating to the task !

45

SERVICE & MAINTENANCE LOG

Part Defect Work carried out

Parts replaced

Cleared for flight (Name)

Date (DD:MM:YY)

46

BATTERY LOG

B1 B2 B3 B4 B5 B6

Flight time

(mins)

Date of

charge

Total charges

Flight time

(mins)

Date of

charge

Total charges

Flight time

(mins)

Date of

charge

Total charges

Flight time

(mins)

Date of

charge

Total charges

Flight time

(mins)

Date of

charge

Total charges

Flight time

(mins)

Date of

charge

Total charges

47

INCIDENT LOG

!

POST CRASH REPORT

Date of Flight: Job Number: !

Pilot in Command: Mission Summary:

Support Pilot:

Observer:

DESCRIPTION OF CRASH Written Description (Use additional paper if required).

Drawing of Crash Site (Incl. as much detail as possible).

!

Weather details !

Details of police report if applicable.

!

!

POST CRASH CHECKLIST

Evidence Y Type of Evidence Collected:

File ASR Y Ref No and Date.

File MOR Y Ref No and Date.

Incl. Flight Paperwork Y

48

APPENDIX F – RELEVENT ANO ARTICLES Article 166: Any UAS having a mass of more than 7kg excluding its fuel but including any articles or equipment installed or attached must not fly the aircraft in Class A, C, D or E airspace unless the permission of the appropriate ATC has been sought. The person in charge of a UAS may only fly the aircraft if reasonably satisfied that the flight can be made safely. The PIC will maintain direct, unaided visual contact with the aircraft sufficient to monitor it’s flight path in relation to other aircraft, persons, vehicles, vessels and structures for the purpose of avoiding collisions. Article 167:

v (1)Will not fly over or within 150 metres of any congested area v (2)Will not fly over or within 150 metre of an organised open-air assembly of more than

1000 persons v (3)Will not fly within 50 metres of any vessel, vehicle or structure which is not under the

control of the person in charge of the aircraft; or v (4) Subject to points (a) and (b) below, the UAS will not be intentionally flown within 50

metres of any person v (a)Subject to point (4), during take-off and landing, the UAS will not be intentionally flown

within 30 metres of any person. v (b)Point (4) and point (a) will not apply to any person in charge of the UAS or anyone under

the control of the people in charge of the UAS.

49

APPENDIX G – INSPIRE 1 USER MANUAL_V1.8

https://dl.djicdn.com/downloads/inspire_1/en/Inspire_1_User_Manual_en_v2.0_1218.pdf