uas operations manual - northumbria university
TRANSCRIPT
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UAS operations manual
Volume 1
This document is a combined Safety and Operations Manual that covers all aspects required to satisfy the requirements of the Civil Aviation Authority’s
Permission for Commercial Operations (PfCO).
Document reference: NU_drones_ops_manual_vol1_v1.1
Accountable Manager: Mr Emrys Pritchard ([email protected])
Document author(s): Dr Matt Westoby ([email protected])
2
Version 1.1
Document amendment record
Version Date Amendments Authorised by Signature
1.0 17/11/17 Initial release Emrys Pritchard
1.1 18/12/18 Updates following
release of Air
Navigation
(Amendment)
Order 2018
Emrys Pritchard
Commitment of Accountable Manager
This Operations Manual describes the organisation, aircraft systems, personnel, flight
operations and procedures by which the University of Northumbria at Newcastle (hereafter
‘Northumbria University’, or NU) carries out its Small Unmanned Aircraft operations. The
document has been produced in line with Northumbria University’s Health and Safety Policy,
and aims to uphold the University’s commitment to ensuring the health, safety and welfare of
its staff, students and visitors. In line with the policy, this document will be regularly reviewed
and developed.
It is accepted that the contents of this document do not override the necessity of reviewing and
complying appropriately with any new or amended regulation published from time to time by
the relevant National Aviation Authorities addressed by this document.
Signed: Date: 18th December 2018
(Emrys Pritchard, Assistant Director, Health and Safety)
For and on behalf of the University of Northumbria at Newcastle (Northumbria University).
Enquiries regarding the content of this document should be addressed to:
Dr. Matt Westoby
Department of Geography and Environmental Sciences
Northumbria University
Newcastle upon Tyne
NE3 4XJ, UK
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Contents
Document amendment record ................................................................................................. 2
Commitment of Accountable Manager ..................................................................................... 2
Referenced or consulted documents in the preparation of this manual ............................................ 5
List of acronyms ......................................................................................................................... 6
1. UAS operations ................................................................................................................... 8
1.1. Purpose and scope of this manual .............................................................................. 8
1.2. Safety policy and national perspective ........................................................................ 8
1.3. List of named remote pilots ......................................................................................... 9
1.4. Document control and amendment policy ................................................................. 10
1.5. Additional references and reading ............................................................................ 10
1.6. Organisation ............................................................................................................. 11
1.6.1. Structure of organisation and management lines ............................................... 11
1.6.2. Nominated personnel ......................................................................................... 12
1.6.3. Role duties and responsibilities .......................................................................... 13
1.6.4. Responsibility and duties of the person in charge of the SUA (Remote Pilot /
SUA Operator) ................................................................................................................. 14
1.6.5. Areas of operation .............................................................................................. 16
1.6.6. Types of operation.............................................................................................. 17
1.6.7. Supervision of UAS operations .......................................................................... 17
1.6.8. Accident prevention and flight safety programme .............................................. 17
1.6.9. Flight team composition ..................................................................................... 18
1.6.10. Operation of multiple types of SUA ................................................................. 18
1.6.11. Qualification requirements .............................................................................. 19
1.6.12. Crew health ..................................................................................................... 19
1.6.13. Logs and records ............................................................................................ 20
1.6.14. Details of the operator-training programme..................................................... 20
1.6.15. Copy of CAA Permission................................................................................. 21
1.6.16. Insurance statement ....................................................................................... 21
1.7. Incident investigation and Mandatory Occurrence Reporting.................................... 21
1.7.1. Incident handling ................................................................................................ 21
1.7.2. Incident logging .................................................................................................. 22
1.7.3. Investigation procedure ...................................................................................... 22
1.7.4. Airprox incidents ................................................................................................. 22
1.7.5. Mandatory Occurrence Reporting ...................................................................... 22
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1.8. Operations ................................................................................................................ 23
1.8.1. Role training and currency ................................................................................. 23
1.8.2. Environment / task complexity assessment ........................................................ 23
1.8.3. Operating limitations and conditions................................................................... 24
1.8.4. Methods to determine the intended tasks and feasibility .................................... 25
1.8.5. Site planning and assessment ........................................................................... 26
1.8.6. On-site communications ..................................................................................... 27
1.8.7. Pre-notification ................................................................................................... 27
1.8.8. Site permissions ................................................................................................. 28
1.8.9. Meteorological conditions ................................................................................... 28
1.8.10. On-site procedures ......................................................................................... 28
1.8.11. Assembly and functional checks ..................................................................... 31
1.8.12. Pre-flight, intermediate, and post-flight checks ............................................... 31
1.8.13. Flight procedures ............................................................................................ 31
1.8.14. Emergency procedures ................................................................................... 32
Appendix A – Current Northumbria University PfCO .............................................................. 37
Appendix B – Northumbria University Incident Report Form (IR4) ......................................... 39
Appendix C – Incident logging template ................................................................................. 47
Appendix D – Flight time logbook template ............................................................................ 48
Appendix E – Tasking request form template ........................................................................ 49
Appendix F – Pre-deployment form template ......................................................................... 50
Appendix G – On-site survey template .................................................................................. 52
Appendix H – Battery log template......................................................................................... 53
Appendix I – Pre-flight checks ............................................................................................... 54
Appendix K – Maintenance logging template ......................................................................... 56
Appendix L – EU reg 785/2004 insurance statement ............................................................. 57
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Referenced or consulted documents in the preparation of this manual
Document Document Title Version/Date Source
ANO 2016 The Air Navigation Order 2016
(ANO) and Regulations
V5.3
27/03/2018 CAP 393
SI 2018 No.623 The Air Navigation (Amendment)
Order 2018
V1
13/07/2018 CAP 1687
CAP722
Unmanned Aircraft System
Operations in UK Airspace –
Guidance
6th Edition
24/03/2015 CAP 722
CAP382 Mandatory Occurrence Reporting
Scheme
V10
12/2016 CAP 382
IN-2014/190
Small Unmanned Operations
Within London and Other Towns
and Cities
V1
21/11/2014 IN-2014/190
EC-785/2004
REGULATION (EC) No 785/2004
OF THE EUROPEAN
PARLIAMENT AND OF THE
COUNCIL of 21 April 2004 on
insurance requirements for air
carriers and aircraft operators
V1
30/4/2004 EC-785/2004
Regulations
(EU) 996/2010
Regulation (EU) No 996/2010 of
the European Parliament and of
the Council of 20 October 2010 on
the investigation and prevention of
accidents and incidents in civil
aviation and repealing Directive
94/56/EC Text with EEA
relevance
V1
12/11/2010
Regulations (EU)
996/2010
Railways and
Transport Safety
Act 2003
Chapter 20 Part 5 – Aviation;
Alcohol and Drugs
V1
10/07/2003
Railways and
Transport Safety
Act 2003
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List of acronyms
AAIB Air Accident Investigation Branch
Airprox Air Proximity Incident
ALARP As Low As Reasonably Practicable
AOI Area of Interest
ATC Air Traffic Controller
CAA Civil Aviation Authority
CAP Civil Aviation Publication
CE Conformité Européene (European Conformity)
EASA European Aviation Safety Agency
ECCAIRS European Co-ordination Centre for Accident and Incident Reporting Systems
ERP Emergency Response Plan
FPS Frames per Second
GNSS Global Navigation Satellite System
GPS Global Positioning System
HD High Definition
HIRTA High Intensity Radio Transmission Area
HoD Head of Department
ICAO International Civil Aviation Organisation
IN Information Notice
MP Megapixel
NAA National Aviation Authority
NOTAM Notice to Airmen
NQE National Qualified Entity
NU Northumbria University
PfCO Permission for Commercial Operations
RC Radio Control
RP Remote Pilot
RTH Return to Home
SERA Standardised European Rules of the Air
SPOF Single Points of Failure
SUA Small Unmanned Aircraft
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SUAS Small Unmanned Aircraft System
SUSA Small Unmanned Surveillance Aircraft
TOW Take-off Weight
UAS Unmanned Aircraft System
UAS OSC Unmanned Aircraft Systems Operational Safety Case
VLOS Visual Line of Sight
VPS Vision Positioning System
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UAS OSC – Volume 1 – Operations Manual
1. UAS operations
1.1. Purpose and scope of this manual
The purpose of this document is to detail the items to be covered to ensure the safe operation of
Unmanned Aircraft Systems (UAS) by Northumbria University (NU). The operations manual applies to
all NU personnel involved in the safe operation of the UAS detailed in Volume 2 of this document (UAS
Systems).
Herein, we adhere to the Civil Aviation Authority’s definition of a ‘commercial operation’, namely:
“…any flight by a small unmanned aircraft except a flight for public transport, or any operation of any
other aircraft except an operation –
(a) which is available to the public; or
(b) which, when not made available to the public –
i. in the case of a flight by a small unmanned aircraft, is performed under a contract
between the SUA operator and a customer, where the latter has no control over the
remote pilot; or
ii. in any other case,
in return for remuneration or other valuable consideration”
(reproduced from the Air Navigation Order 2016 (as amended by SI 2018 No. 623))
1.2. Safety policy and national perspective
NU adopts best industry practice to ensure that all flight operations using Unmanned Aircraft Systems
(UAS) are carried out as safely as possible. This document addresses NU operations in the United
Kingdom and overseas. In the UK, the National Aviation Authority (NAA) is the Civil Aviation Authority
(CAA).
It is the goal of NU to operate UAS in a manner which avoids harm, injury or damage to any persons or
property. The NU Remote Pilot (RP) will comply with all safety requirements and limitations of the
Permission for Commercial Operations (PfCO) issued by the UK CAA to NU. NU is committed to
maintaining the highest standards of UAS flight safety and aims to minimise harm to any persons of
property by undertaking thorough risk assessment, site surveys, crew training, and ensuring that UAS
systems are in operational condition through regular inspection and maintenance programmes.
Specifically:
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The Accountable Manager will be responsible for ensuring that the safety policy is understood and
implemented by all staff and is reviewed and amended as deemed necessary.
The Remote Pilot will be responsible for ensuring that an operation is only carried out if safety can be
assured and that all risks are mitigated to a level deemed ALARP
NU shall aim to have zero accidents, and will work towards meeting this target at every opportunity.
Whilst we shall strive to meet this target, NU staff must ensure that all risks are mitigated to a level
deemed ALARP whilst ensuring that the appropriate procedures are in place to ensure that should an
incident or accident occur the ERP procedure can be implemented quickly and effectively. A copy of
the University-wide Health and Safety Policy, which is regularly reviewed, is available at:
https://www.northumbria.ac.uk/media/22162432/university-health-safety-policy-march-2016.pdf
1.3. List of named remote pilots
The individuals named below meet the qualification and competency requirements necessary
to act as a remote pilot under the Standard Permission to Operate Unmanned Aircraft
Systems in UK Airspace awarded to Northumbria University.
Name E-mail Role Department / Service
Dr. Matt Westoby [email protected] Research
Fellow
Geography and
Environmental
Sciences
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1.4. Document control and amendment policy
This document is controlled by the Accountable Manager, Mr Emrys Prichard (Assistant Director,
Health and Safety, Northumbria University).
The initial release version and any subsequent significant revision will be subject to the approval of the
Accountable Manager. Amendments to this document will be recorded in the Document Amendment
Record. For reference, a copy of this version and all superseded versions will be stored at the
departmental level on a secure server, maintained by the University’s Information Services team.
1.5. Additional references and reading
All personnel associated with UAS operations will be familiar with the current national regulations
under which they operate. For UK operations, the following resources exist:
• CAA website (UAS section) – up-to-date information and guidance from the CAA.
• The Air Navigation Order (2016) – this is the underlying legal document which outlines
regulations for aviation activities in the UK, including UAS. This document is reproduced via
the CAA as Civil Aviation Publication 393 (CAP 393). Specifically, refer to Articles 94, 94A,
94B, 95, and 241 in this document.
o An amendment to the UK Air Navigation Order 2016 was released on 30th May 2018
and contains changes to legislation regarding the operation of small unmanned aircraft.
Amend is published as Statutory Instrument (SI) 2018 No. 623, entitled ‘The Air
Navigation (Amendment) Order 2018’. It can be found at
www.legislation.gov.uk/uksi/2018/623/made
• UK CAA CAP 722 – guidance material specific to UAS, including small (<20 kg) unmanned
aircraft (SUA).
• UK CAA CAP 382 – outlines requirements for mandatory reporting with respect to aviation
incidents and accidents, which include UAS operations.
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1.6. Organisation
1.6.1. Structure of organisation and management lines
Fig. 1 outlines the organisational structure of NU as it relates to the commercial operation of UAS.
Nominated personnel and brief summaries of each role are provided in section 1.5.2 onwards. The
organisational structure comprises both institutional- and faculty level components. Each Faculty will
have a designated Faculty Operations Approver, who will report to the Accountable Manager, who
operates at the institutional level. The Accountable Manager may be embedded within the University
Health and Safety Central Team, but if they are not, will report to this team prior to approving any
operation. At the Faculty level, the Faculty Operations Approver will liaise with the Faculty Health and
Safety Officer when considering a UAS operations proposal. Following this liaison, either individual may
report to the RP with a decision on whether a UAS operation is to be provisionally approved. If an
operation is provisionally approved at the Faculty level, this recommendation is passed to the
Accountable Manager, who has final oversight and may approve an operation (subject to modification
if required), or reject the operation.
Fig. 1. Organisational structure of NU and the wider University, as it relates to UAS operation.
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1.6.2. Nominated personnel
Role Nominated personnel
Accountable Manager
(Institutional level)
Role may be fulfilled by a member of staff who can be held
accountable for overseeing UAS operations at the institutional level.
The current Accountable Manager is: Mr Emrys Pritchard
UAS Operations
Approver
(Faculty level)
Role may be fulfilled by a member of staff at the Faculty level with
responsibility for approving commercial UAS operations. This
individual is not required to hold Theory and Practical Certificates of
Competence in UAS operations from an NQE (or international
equivalent), but this is recommended. A list of current Faculty
approvers is maintained on Sharepoint.
Remote Pilot
(Faculty or Department
level)
Role may be fulfilled by any member of staff who holds the following
from an NQE (or international equivalent):
• CAA Certificate of Competence in Remote Pilot Theoretical
Knowledge / General Airmanship Syllabus
• CAA Certificate of Practical Flight Assessment
• Flight currency as evidenced by a remote pilot logbook and
demonstrated a minimum of 2 hrs flight time on the craft to
be used for UAS operations in the previous 90 days.
Spotter Any member of staff who has received pre-deployment and on-site
orientations from a RP with direct regard to planned flight operations
and emergency protocols. Must have received a copy of, and be
familiar with site risk assessment. Is not required to be a qualified
UAS remote pilot.
Observer / Marshall Any member of staff who has received pre-deployment and on-site
orientations from a RP with direct regard to planned flight operations
and emergency protocols. Must have received a copy of, and be
familiar with site risk assessment. Is not required to be a qualified
UAS remote pilot.
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1.6.3. Role duties and responsibilities
• Accountable Manager:
o Responsible for ensuring that the UAS safety policy is understood and implemented by all
staff involved in the commercial operation of UAS, and that this policy is reviewed and
amended as deemed necessary.
o Holds final responsibility for approving all commercial UAS flights following review of
proposed operations and associated risk assessment and liaison with Faculty UAS
Operations Approver and/or Faculty Health and Safety Officer.
o Ensures fair and consistent application of University policies and procedures and
compliance with appropriate legislation, including health and safety and data protection.
• Faculty UAS Operations Approver:
o Primary Faculty-level liaison for RP when developing UAS operations proposals.
o Shares responsibility with Faculty Health and Safety Officer for reviewing UAS operations
risk assessments.
o Oversees UAS activity and maintenance logging at the Faculty level.
• Remote Pilot:
o Directly responsible for, and is the final authority as to the operation of UAS for
commercial operations.
o Must disobey the AN) 2016, as amended by SI 2018 No. 623 (Articles 94, 94A, 94B, 95
and 241)
o Understand and follow the guidance in CAP 722 and IN-2014/190
o Provides on-site operational oversight, and conducts UAS flight operations in a manner
which adheres to the organisation safety policy and national regulations.
o Will be familiar with the emergency procedures and risk assessment for a given operation
o Responsible for undertaking pre- and post-flight safety checks and incident reporting.
Must hold valid certificates of competence in UAS remote pilot theoretical knowledge and
practical operation, awarded by a NQE or other nationally recognised entity, as detailed in
CAP 722. Responsible for maintaining their own UAS operations currency and logbook
(minimum of 2 hrs flight time logged within preceding 90 days). The responsibilities and
duties of the RP are expanded on in section 1.5.4.
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Spotter:
o Provides on-site assistance to the RP to ensure the safe operation of UAS. Maintains visual
contact with the UAS between take-off and landing.
o Will be familiar with the emergency procedures and risk assessment for a given operation
o During flight, constantly reviews surrounding airspace and alerts RP of the development of
any potential dangers to the UAS, such as other aircraft entering the UAS’s airspace.
o Will be trained to change batteries and briefly review UAS physical condition in between
successive flights.
• Observer / Site Marshall:
o Provides assistance to the RP by informing/marshalling members of the public and any
other persons not under the control of the RP to ensure their safety (e.g. by ensuring that
persons not involved the SUA operations maintain a safe distance from the designated
takeoff/landing zone (minimum 30 m) and do not otherwise interfere with the safe operation
of the UAS.)
o Will be familiar with the emergency procedures and risk assessment for a given operation
• Payload Operator:
o NU does not use dedicated payload operators, since the available UAS do not have this
functionality. The RP is responsible for acquiring aerial photographs and videos during
commercial operation. This information will be reviewed if it becomes necessary to use
payload operators in the future.
1.6.4. Responsibility and duties of the person in charge of the SUA (Remote Pilot / SUA Operator)
The roles and responsibilities of the person in charge of the UAS are defined as the limitations indicated
on the PfCO issued to NU as contained within Appendix A. Furthermore, the RP is required to complete
the site survey and risk assessment forms (Appendices F, G) and adhere to the pre-flight and post-
flight checklists for each deployment (Appendices H, I). Articles 94, 94A, 94B, 95, and 241 in ANO
2016 (as amended by SI 2018 No. 623) contain pertinent information that a RP operating under a PfCO,
as granted to NU, shall act in accordance within the following constraints. Key text from Articles 94, 94A
and 95 are reproduced below. The reader is referred to Articles 94B, and 241 in the ANO 2016 (as
amended by SI 2018 No. 623) for description of regulations applying to: restrictions on flights that are
over or near aerodromes (94B), registration as an SUA operator (94C), requirement for registration as
a SUA operator (94D), competency of remote pilots (94E), and requirement for acknowledgement of
competency (94F).
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Small unmanned aircraft and surveillance aircraft requirements (Article 94, 94A):
1. A person must not cause or permit any article or animal (whether or not attached to a parachute)
to be dropped from a small unmanned aircraft so as to endanger persons or property.
2. The remote pilot of a small unmanned aircraft may only fly the aircraft if reasonably satisfied
that the flight can safely be made.
3. The remote pilot of a small unmanned aircraft must maintain direct, unaided visual contact with
the aircraft sufficient to monitor its flight path in relation to other aircraft, persons, vehicles,
vessels and structures for the purpose of avoiding collisions.
4. If a small unmanned aircraft has a mass of more than 7kg excluding its fuel but including any
articles or equipment installed in or attached to the aircraft at the commencement of its flight,
the SUA operator must not cause or permit the aircraft to be flow, and the remote pilot in charge
of the aircraft must not fly it –
(a) in Class A, C, D or E airspace unless the permission of the appropriate air traffic control
unit has been obtained or;
(b) within an aerodrome traffic zone during the notified hours of watch of the air traffic control
unit (if any) at that aerodrome unless the permission of any such air traffic control unit has
been obtained
4A. Paragraph (4) does not apply to any flight within the flight restriction zone of a protected
aerodrome (within the meaning given in article 94B).
5. The SUA operator must not cause or permit a small unmanned aircraft to be flown for the
purposes of commercial operations, and the remote pilot of a small unmanned aircraft must not
fly it for the purposes of commercial operations, except in accordance with a permission granted
by the CAA.
Small unmanned surveillance aircraft (Article 95):
1. The SUA operator must not cause or permit a small unmanned surveillance aircraft to be flown
in any of the circumstances described in paragraph (2), and the remote pilot of a small
unmanned surveillance aircraft must not fly it in any of those circumstances, except in
accordance with a permission issued by the CAA.
2. The circumstances referred to in paragraph (1) are—
(a) over or within 150 metres of any congested area;
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(b) over or within 150 metres of an organised open-air assembly of more than 1,000
persons;
(c) within 50 metres of any vessel, vehicle or structure which is not under the control of
the SUA operator or the remote pilot of the aircraft; or
(d) subject to paragraphs (3) and (4), within 50 metres of any person.
3. Subject to paragraph (4), during take-off or landing, a small unmanned surveillance aircraft
must not be flown within 30 metres of any person.
4. Paragraphs (2)(d) and (3) do not apply to the remote pilot of the small unmanned surveillance
aircraft or a person under the control of the remote pilot of the aircraft.
5. In this article, “a small unmanned surveillance aircraft” (SUSA) means a small unmanned
aircraft which is equipped to undertake any form of surveillance or data acquisition.
1.6.5. Areas of operation
UAS will be operated in a range of geographic locations. Whilst NU are based in the north-east of
England, deployment may take place throughout the UK and overseas. Where commercial UAS
operations are to be undertaken in another country, contact with the relevant NAA will be made, and
national regulations governing the safe and legal use of UAS for commercial operations will be adhered
to at all times.
UAS will be deployed in a range of environments, including, but not limited to, open and sparsely
populated countryside, coastal regions (e.g. cliffs, beaches, sand dunes), quarries and construction
sites, forests, mountainous terrain (including glaciers), and transport corridors away from active use –
e.g. disused railways, artificial embankments adjacent to roads.
Where flights take place close to buildings or structures, and permission has been granted from the
owner or site manager to do so, a distance of at least 3 m from a given structure will be maintained at
all times. For buildings or structures not under the control of RP, UAS will maintain a distance of 50 m
(150 ft). Similarly, a safe operating distance of 150 m will be maintained from crowds of more than 1000
persons, with no overflight permitted. The standard CAA permission for UAS in the <7kg category gives
an automatic exemption that allows flight within congested areas to within 50 metres of person,
structures (or within 30 metres if the persons are under the control of the person in charge of the
aircraft). Following IN2014-190, it is noted that UAS with a take-off mass of <7kg are permitted to
operate within a congested area as standard1, permitted site-specific hazard identification and risk
1 (defined as an area which is substantially used for residential, industrial, commercial or recreational purposes)
17
assessment has been undertaken and fully mitigates against the unsafe operation of a UAS in this
environment.
1.6.6. Types of operation
UAS flights may be carried out for the following purposes. Types of operation are not necessarily
specific to an area of operation, and any combination of the types of operation listed below may be
carried out in a given area.
• Aerial photography or videography (for example, of natural and artificial landscapes,
property/structures). Such data may be used, for example, for scientific purposes (e.g. land
contamination analysis), simple digital visualisation, or marketing and teaching programme
development. No semi-automatic flight-planning is envisaged for this type of operation.
• Aerial photography for topographic surveying, where overlapping photographs are taken of a
site or feature of interest, with a view to using these data for subsequent photogrammetric
reconstruction and analysis. Semi-automatic flight planning may be used in this context, at the
discretion of the Accountable Manager.
• Aerial inspection of building or man-made structures, including the acquisition of still
photographs or videos in support of such inspections.
All UAS operations will be undertaken under VLOS and during daytime (i.e. the period extending from
30 mins before sunrise to 30 mins after sunset, as determined at surface level, in line with CAP 393).
Flights will be carried out only in weather conditions which lie within the design flight envelope of the
UAS being used. For example, when using a DJI Phantom 3 Professional, flights will not take place in
winds where gusts exceeding 22.4 mph are observed, and ambient air temperatures are outside the
range 0-40°C (see volume 2).
1.6.7. Supervision of UAS operations
The NU RP on the day is responsible for supervising the operation of the NU UAS, including pre- and
post-flight craft and site safety checks. The Accountable Manager enforces ultimate operational
oversight through review of documentation including pre-deployment and risk assessment forms and
has the authority to postpone or terminate UAS operations until he/she is satisfied that all hazards and
risk have been identified and mitigated against to a degree which is ALARP for a given operation.
1.6.8. Accident prevention and flight safety programme
Provisions for the safe operation of UAS are outlined in section 1.7. Incident reporting and procedures
are described in section 1.6. Failsafe features of NU craft are summarised in their respective sections
18
in volume 2. NU staff involved in the UAS operations are committed to the prevention of accidents by
the following means:
• Flight crew training certification and orientation: detailed in section 1.5.2. Includes requirement
for RP to hold certificates of competence in theoretical and practical aspects of UAS operation
from a CAA-approved NQE, and for additional flight crew (spotters/marshalls) to have received
a pre-deployment craft orientation and on-site briefing from the RP, and to be familiar with
operation risk assessments and associated emergency protocols.
• A comprehensive risk assessment will be produced by the RP prior to each UAS deployment
and this document will be reviewed by the Accountable Manager and Head of Department, who
retain the power to suspend or terminate UAS operations if they are in any doubt as to the
appropriateness of this document. The RP will also undertake remote and on-site assessments
in order to identify and mitigate against the full range of hazards which may be present at a
given site.
• Implementation of a UAS maintenance programme, which is detailed in Volume 2.
1.6.9. Flight team composition
Flight team composition may for different types and areas of operation. Lone working is permitted by
NU, and it may be appropriate in some instances for a single individual to assume the role of RP,
spotter, and marshall. Such an arrangement may be suitable in, for example, a highly remote area,
where an operation is of low complexity. Where a lone working deployment is envisaged, the RP will
liaise with the Accountable Manager to discuss the logistics of such an operation.
It is encouraged that the flight team comprises a RP and a spotter as a minimum, with the spotter also
assuming marshalling duties in such situations. Where proximity to members of the public not under
the RP’s control is envisaged, the use of a dedicated ground observer or marshall is advised. Where
flights are of particular complexity, further staff may be brought in to serve as additional spotters or
marshals as deemed necessary by the Accountable Manager and/or RP. As outlined in section 1.5.3,
all staff involved in on-site UAS operations must be familiar with the operation risk assessment and
emergency protocols.
1.6.10. Operation of multiple types of SUA
All commercial UAS operations carried out by NU will be in the sub-7kg weight category (and therefore
fall under the classification of ‘small unmanned aircraft’, or SUA). No limit is placed on the number of
UAS that a RP is able to fly or familiarise themselves with, so long as this weight classification is adhered
to. A UAS pilot is only permitted to fly a single craft at any given time. Due to the nature of the operations
carried out by NU, different craft may be deployed during a given operation, but no more than one UAS
will be airborne.
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The purchase and intended use of craft for commercial operation by NU in addition to those described
in Volume 2 will require revision and re-submission of this document to the CAA. Similarly, the intended
use of a craft >7kg will require a RP to acquire (or prove) that they are qualified to fly a craft in this
weight category by providing evidence in the form of recognised certificates of competence, and will
also require that this operations manual is updated and re-submitted to the CAA in advance of the
operation.
All RPs are responsible for ensuring that they are familiar with any differences between a craft’s
operational envelope, and any variations in emergency or failsafe procedures. This information can be
found under the appropriate craft description in Volume 2 of this document.
1.6.11. Qualification requirements
Refer to section 1.5.2.
1.6.12. Crew health
NU does not require its employees to undergo a medical/eye examination prior to UAS operation. As a
minimum, all members of the flight team must be capable of clearly reading a vehicle registration
number from a distance of twenty metres. It is a requirement for employees to disclose any conditions
that may affect the safety of an operation. It is the responsibility of the individual to determine if they are
in a physically and mentally sound condition to operate as part of the flight crew for NU.
Any members of the flight team should advise the RP (or observer if a craft is in flight) if they feel unable
to continue with their assigned responsibilities.
NU will use the mnemonic ‘IMSAFE’ as a tool to assess crew health on the day of operation.
The mnemonic is:
• Illness - Is any member of the flight team suffering from any illness or symptom of an illness
which might affect them during flight?
• Medication – Are any members of the flight team currently taking any drugs (prescription or over-
the-counter), and could these affect their performance as it relates to safe UAS operation?
• Stress – Are any members of the flight team pilot overly worried about other factors in their life?
Psychological pressures can be a powerful distraction and consequently affect a pilot or member
of the flight crew’s performance.
• Alcohol - Members of the flight team should consider their alcohol consumption within the last 8
to 24 hours. Flights will not be carried out if the effects of alcohol are likely to compromise the
ability of the flight team to carry out the operation safely.
• Fatigue – Have the flight team had sufficient sleep and adequate nutrition?
• Eating - ensuring proper hydration, sustenance, and correct nutrition.
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If any doubt over a member of the flight team’s medical fitness is suspected, they shall be required by
the Accountable Manager to undergo a medical examination and/or eye test to ensure that safety can
be assured during an operation.
If a RP or member of the flight team refuses to undergo these examinations when requested, the
Accountable Manager holds the authority to suspend their role in UAS operations until such a time as
they feel safety will not be compromised.
1.6.13. Logs and records
It is a requirement of NU to keep adequate logs of any operation to ensure that suitable evidence can
be provided for both investigation and review, should an issue come to light
Logs and records will primarily be digital, and will be stored on a secure departmental server, which is
administered by the University’s Information Services team. Data are automatically backed up at regular
intervals. Northumbria University adheres to The Data Protection Act 1998, which governs the
collection, processing and disposal of data held about individuals and the rights of individuals to access
this data. All NU UAS operations will adhere to the University Data Protection policy, a version of which
is hosted at the following website:
https://www.northumbria.ac.uk/media/2863022/dpap.pdf
Logs and records that are to be kept and filed are;
• Pilot logbooks
• Pilot qualifications
• Pre-deployment forms
• On-site survey forms
• Risk assessments
• Flight authorisation forms (if required)
• Maintenance forms
• Incident report forms
1.6.14. Details of the operator-training programme
Currently NU does not require any additional training for employees involved in UAS operations, other
than the qualifications stated in section 1.7.1.
If an operation, or a change in equipment, dictates further training or assessment, the operation shall
not take place until this has been verified by the Accountable Manager and copies of
qualification/training added to the member of staff’s file.
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If it is found that this operations manual needs to be amended to reflect the change in
training/assessment requirements for employees, any revisions will be carried out by the Accountable
Manager and any relevant documents supplied to the CAA as appropriate. A revised version of this
document will be filed and circulated to all staff directly involved in UAS operations or their supervision.
1.6.15. Copy of CAA Permission
A copy of the CAA Permission for Commercial Operations is included in Appendix A.
1.6.16. Insurance statement
Northumbria University holds third party public liability insurance which confirms to EC Regulation
785/2004. Proof of this insurance is provided in Appendix K.
1.7. Incident investigation and Mandatory Occurrence Reporting
1.7.1. Incident handling
In the event of any incident, the severity must be assessed. The following lists are designed to identify
‘minor’ and ‘major’ incidents:
Minor incidents
• Any unusual or unexpected flight behaviour from the craft which does not result in damage or
loss.
• Any failure of any aircraft system which does not result in damage or loss.
Major incidents
• Any unusual or unexpected flight behaviour from the aircraft which results in damage or loss.
• Any significant damage to the aircraft caused by an aircraft system failure.
• Any significant danger or damage to persons, possessions or property during flight operations.
• Any public encroachments or aircraft incursions which required preventative measures to be
actioned.
Northumbria University has procedures in place for incident reporting and review. Where an incident
results in injury to a person, the Incident Reporting Procedure (Appendix B, C) must be followed. An
accompanying Code of Practice details the standards to be applied following an accident or incident
involving a member of staff (or student) working away from the University on official business, and
therefore applies to UAS operations. A current version of this Code of Practice is maintained at:
https://www.northumbria.ac.uk/media/22826327/incident-reporting-code-of-practice.pdf
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In all instances where injury occurs to a member of staff or person involved in an activity being led by
NU, an Incident Report Form (IR4) must be completed (Appendix B).
In cases where injury is caused to a person, the above applies in addition to the logging, investigative
and MOR actions detailed below. Where a minor or major incident occurs which does not result in
injury to a person, the following logging, investigation and MOR procedures apply, but completion of an
NU Incident Report Form (IR4) is not required.
1.7.2. Incident logging
All MINOR incidents should be logged in the Aircraft Operating Hours Logbook (Appendix D). Upon
noting a minor incident, the logbook should be checked for similar occurrences. If a given minor
incident occurs three times, then an investigation should be initiated to identify the cause and
implement steps to reduce the likelihood of this incident occurring again.
All MAJOR incidents require an investigation as outlined in section 1.6.3. The incident logbook should
be completed.
1.7.3. Investigation procedure
Any UAS investigation undertaken by NU will involve the production of a ‘UAS Incident Report’, which
will follow the structure below. An example UAS Incident Report Form template, with accompanying
explanation, is shown in Appendix C.
1.7.4. Airprox incidents
If an ‘air proximity’ (Airprox) incident has occurred, such as the incursion of another air user into UAS
airspace, an Airprox report will be filed using the UK Airprox Board’s online reporting platform
(www.airproxboard.org.uk).
For clarification, an Airprox is defined as:
‘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.’
(Source: https://www.airproxboard.org.uk/File-an-Airprox/File-an-Airprox/)
1.7.5. Mandatory Occurrence Reporting
Mandatory Occurrence Reporting will be completed as required by the NAA for the country of operation.
For instance, occurrence reporting in the UK and the rest of Europe is described by CAP 382
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(‘Mandatory Occurrence Reporting Scheme’), and is governed by European Regulation 376/2014,
which requires the reporting, analysis and follow-up of occurrence in civil aviation and delivers a
European Just Culture Declaration. An ‘occurrence’ is defined as any safety-related event which
endangers or which, if not corrected or addressed, could endanger an aircraft, its occupants or any
other person.
The relevant compliance document for UAS operations carried out in the United Kingdom is the UK
ANO 2016, which states that “Any incident which endangers or which, if not corrected, would endanger
an aircraft, its occupants or any other person” is a reportable occurrence.
MOR will be carried out via the Aviation Safety Reporting portal at www.aviationreporting.eu
(administered by ECCAIRS). In the event that a person is injured or killed, the RP or other nominated
NU staff (such as the Accountable Manager) will contact the UK Air Accident Investigation Branch
(AAIB), which operates a 24-hour hotline (+44 1252 512 299). Following registration of the incident, the
AAIB will advise as to whether any additional information is required. The above ensures compliance
with CAP 393, Section 226.
1.8. Operations
1.8.1. Role training and currency
All staff operating under the NU CAA-issued PfCO must meet the minimum qualification requirements
for their specific role, as identified in section 1.5.2., and including any UAS flight currency requirements
(e.g. for a RP - award of theory and practical competency certificates for UAS operations via a NQE, in
addition to flight currency of 2 hours in the previous 90-day period).
Additional UAS flight experience outside of commercial operations is encouraged and is actively
pursued by several current NU staff. UAS flights are regularly undertaken for research purposes in a
range of settings (i.e. without commercial remuneration). These settings often require relatively complex
site assessments, such as for operating close to coastal cliffs, above forest canopies, or over glacier
surfaces and in mountainous terrain. Experience gained from such activities is invaluable and is directly
transferable to the safe operation of UAS in a commercial setting.
1.8.2. Environment / task complexity assessment
Determination of the task complexity will be carried out following discussion with the client and whilst
undertaking a remote (or in person) site assessment and completion of the pre-deployment and risk
assessment forms.
Given the range of environments in which it NU may undertake commercial UAS operations, the
following task complexity assessment criteria and operational constraints apply:
• ‘Low complexity’ task or environment
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o A single, low mass craft to be deployed (sub-7kg SUA). Operational environment is
benign and comprises, for example, open countryside or a site where the pilot’s field of
view beyond the 500 m distance and 400 ft (121 m) ‘bubble’ is not significantly obstructed
by buildings/structures, vegetation, or complex topography. Encroachment from
members of the public is highly unlikely.
o Deployment of a single-man team permitted, although a minimum of a two-person flight
crew comprising a RP and spotter/observer is recommended.
• ‘Medium complexity’ task or environment
o A single <7 kg SUA to be deployed. Operational environment is low to medium
complexity, where the latter contains manageable hazards such as proximity to persons
or buildings or structures (including those under the control of the RP, and those which
are not). Airspace may be controlled and operation requires ATC authorisation or pre-
notification. All operations to be undertaken in a congested area fall are designated as
medium complexity as standard. Encroachment by members of the public is possible
and must be mitigated.
o Deployment of a two-man flight crew comprising a RP and spotter (may also act as
marshall) as a minimum is mandatory.
• ‘High complexity’ task or environment
o A single <7kg SUA to be deployed. May require deployment of a combination of craft
(e.g. fixed-wing, multi-rotor), but only one craft to be deployed at a given site. Site may
be highly complex and contain a range of hazards, some or all of which require complex
mitigation. Includes overflight of groups of people (for which an extended permission is
required). Flight profiles are complex. Encroachment by members of the public is highly
likely and must be mitigated.
o Deployment of a three-man flight crew comprising a RP, spotter/observer, and marshall
is mandatory. Accountable Manager or RP may request additional flight crew as
necessary.
1.8.3. Operating limitations and conditions
All operations conducted by NU will be in accordance with the permissions granted in the PfCO and
regulations set out in the following CAPs:
• CAP 393 – Air Navigation Order, notably:
o Article 94 (‘Small unmanned aircraft’)
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o Article 95 (‘Small unmanned surveillance aircraft’)
o Article 241 (‘Endangering safety of any person or property’)
• CAP 722 – Unmanned Aircraft Systems Operations in UK Airspace
Key points, as they relate to the operating limitations and conditions of SUA (UAS <7 kg) under a
standard PfCO are paraphrased as follows, and will be adhered to at all times:
The SUA operator must:
• Not allow anything to drop from the aircraft.
• Not fly, unless reasonably satisfied that the flight can be made safely.
• Maintain unaided visual contact to monitor the aircraft and avoid collisions, up to max. 500 m
horizontal distance from the RP and 400 ft vertical distance above ground level. Where SUA
operations occur over steep terrain or cliffs, the SUA can be flown off the edge and below the
RP, provided it remains within 400 ft of the surface.
• Not fly within 50 m of any person, vehicle or property not under the control of the pilot, except
during take-off or landing, when this distance is reduced to 30 m.
• Not fly within 50 m of buildings or structures in a congested area, defined in the ANO as ‘any
area of a city, town or settlement which is substantially used for residential, industrial,
commercial or recreational purposes’.
• Not fly over or within 150 m of any organized event of over 1000 people.
• Not cause an unacceptable risk to any person.
UAS operations will adhere to the Standardised European Rules of the Air (SERA), a copy of which is
maintained on the CAA website:
https://www.caa.co.uk/Commercial-industry/Airspace/Rules-of-the-air/Standardised-European-Rules-
of-the-Air/
The most recent IN relating to the UAS operation is IN-2016/073. In addition, UAS operations will be
carried out using flight parameters which conform to craft-specific operational design flight envelope
(see Volume 2).
The CAA’s SkyWise app will be used to receive instant safety alerts, rule and regulation changes and
airspace amendments.
1.8.4. Methods to determine the intended tasks and feasibility
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Initial customer enquiries should be captured using the tasking request form found in Appendix E.
This form captures the following information:
• Client name and contact details
• Client’s service requirement
• Proposed flight location (using a grid reference or postcode if possible)
• Proposed date and time
A pre-deployment form (Appendix F) and an on-site survey form should also be combined with the
tasking request form to produce a ‘job file’, a hard copy of which will be taken on-site whilst flight
operations are being conducted. This job file will be retained indefinitely. All forms will be completed
digitally and stored on a secure server.
In the first instance, direct consultation with the client, preferably by telephone or in person, but
alternatively via e-mail, by should provide enough information on which to base an initial decision as to
whether, in principle at least, the intended task is likely to be feasible. If the task appears to be feasible
in principle, the next step will be to complete a remote site assessment and complete pre-deployment
and risk assessment forms.
Completion of remote site assessment and the pre-deployment form will identify any potential hazards
or site-specific considerations which must be factored into the planning of UAS operations. For
example, consultation of aeronautical charts will alert the RP to any permanent or temporary restrictions
on airspace use, whilst scrutiny of Ordnance Survey maps and aerial imagery (e.g. Google Earth) for
an area of operation will highlight features such as power lines or buildings and structures, as well as
providing a broad overview of the nature of the topography in the area. This information will feed directly
into the production of the operation risk assessment, where measures to mitigate any hazards can be
addressed, and an initial decision on whether the operation is feasible.
1.8.5. Site planning and assessment
The pre-deployment form (Appendix F) should be completed prior to the commencement of on-site
UAS operations. In the process of completing this form, a range of UAS operating environment
considerations will be assessed as follows:
• Identification of airspace designation (i.e. uncontrolled, controlled, restricted, prohibited,
danger) and other aircraft operations (e.g. local aerodromes) and review any limitations on flight
design or execution (e.g. a limit on maximum permitted aircraft flying height in a controlled
airspace. Trained NU staff to consult aeronautical charts using the SkyDemon Light website
portal (www.skydemonlight.com) and/or app to identify airspace designation and any hazards
to UAS operation, such as HIRTA or wind turbines.
• Obtain landowner permission (may or not be the client). NU staff responsibility.
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• Check for any temporary airspace restrictions (NOTAMs) using the NATS website, or
smartphone/tablet app.
• Consult Ordnance Survey maps (e.g. using Bing maps: www.bing.com/maps) to identify
primary topographic / natural and manmade features (e.g. power lines, radio masts, etc) or
areas (e.g. congested areas or habitation, recreational areas) significant to proposed UAS
operation. Additional remote site inspection of high resolution aerial or satellite imagery of the
location will be carried out using Google Earth/Maps (or an equivalent). At this stage, a potential
take-off and landing site may be identified.
• Consider checking GNSS satellite coverage for proposed time and day of operation (or use to
inform choice of time and day).
• Verify that craft is in operational condition and address any outstanding issues if necessary.
1.8.6. On-site communications
Contact telephone numbers will be recorded using the on-site survey template (Appendix G) before
embarkation to the site. This task is best carried out at the planning stage and at the same time as
completion of the pre-deployment form.
• Client
• Flight team
• Local Air Traffic Control
• Local Aerodrome Traffic Controller(s)
• Local police constabulary
All on-site communication will be verbal. If deemed necessary, handheld radios will be issued to
members of the flight team (e.g. spotters) who are stationed in remote areas of the site. Members of
the flight crew may choose to wear high-visibility vests to alert members of the public to their presence.
If operations are to take place in an area where mobile phone signal is intermittent or non-existent, a
member of the flight team will be stationed in the nearest location with consistent signal coverage, and
will be in radio contact with the on-site flight team. In the event of an emergency, instructions will be
given over handheld radio for contact with, e.g. the emergency services, to be made, and crucial
information relayed. If operations are to be carried out in particularly remote areas, mobile phone and
data signal coverage will be checked using Ofcom’s Mobile & Broadband Checker app.
1.8.7. Pre-notification
Pre-notification is required if a planned flight operation is to take place within two and a half nautical
miles of any aerodrome (in the UK). The RP should contact the local ATC to advise the controller of the
planned flight operation at least twenty-four hours before the planned flight. Contact details for the
tower will be recorded on the on-site survey template. If the planned flight operation is to take place in
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an area where members of the public are likely to be present, it may be appropriate to inform the local
police. The contact number for the local constabulary will be recorded on the on-site survey template.
1.8.8. Site permissions
NU will obtain prior permission in writing from all landowners over which flight operations are to be
conducted. Permissions will preferably be obtained by e-mail as part of the pre-site assessment
process, though in some instances it may be necessary to obtain a written signature from the client on
site, which will be recorded on the on-site survey template (Appendix G). No flight operations will
commence without permission from all relevant landowners.
1.8.9. Meteorological conditions
In the week leading up to any flight operation the RP will obtain long range weather forecasts. Twenty-
four hours before the proposed flight operations an additional, up-to-date weather forecast will be
obtained. The RP will then review the weather forecast and, based on the craft’s operational envelope,
will make a decision about the feasibility of the planned flight operations. If possible, clients should be
informed at least twenty-four hours in advance of the proposed flight time if operations are to be
postponed. Weather forecasts from one or more of the following sources will be consulted:
• UK Meteorological Office (www.metoffice.gov.uk/public/weather/forecast)
• MetCheck (www.metcheck.com/UK/)
• UAV Forecast (www.uavforecast.com)
1.8.10. On-site procedures
▪ Site Survey Upon arrival at the operating site location, the NU RP will carry out an on-site assessment survey to
familiarise themselves with the local geography of the site. This survey is completed by undertaking a
site walk-over to confirm the presence of any hazards marked on the pre-deployment form, and to
identify any additional hazards. If additional crew are present, it is advisable to carry out this procedure
with all present, so that all issues can be discussed as they are found. All findings should be recorded
using the on-site assessment form (Appendix G). To facilitate crew orientation and assist with flight
operations, it may be helpful to utilise a smartphone or tablet device running the GPS Status & Toolbox
app. This complies with CAP 722 – Appendix A3/A4 (Site Survey Assessment).
▪ Selection of operating area and alternate The NU RP should select a position from which to deploy, land and operate the UAS, which should be
kept clear of obstructions. This position should ensure full VLOS over the area of interest (AOI) and
preferably be positioned between the AOI and the sun to avoid visual impairment during UAS operation.
This position should be discussed with the observer, when present.
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The RP should select a take-off/landing zone and, where available, backup landing area. This zone
should be discussed with the observer, when present, and should:
• Be clear of physical obstacles (e.g., overhanging trees, rocks, buildings, power lines etc.)
• Be on level terrain (avoiding steep slopes)
• Consider effects such as wind shear (caused by vegetation, buildings, cliffs etc.)
• All buildings and persons not under the control of the RP must remain 30 metres away from the
aircraft for take-off and landing, and 50 metres away during flight.
▪ Crew briefing If possible, details of the operation should be issued to flight team at least twenty-four hours prior to
deployment. The RP will give a briefing to the flight team before any flight operations take place. The
briefing will cover the criteria listed below.
• Advise of take-off, landing, operating areas.
• Confirm flight plan with the flight team, including anticipated flight number and duration.
• Confirm emergency procedures.
• Check that the crew are happy to proceed and confirm duties and responsibilities.
• Issue two-way radio communication devices if required and state channel to use.
▪ Cordon Procedure The pre-site assessment should have identified if a cordon is required, but this decision will be re-
evaluated on-site by the RP. If large numbers of the public are expected, then a cordon should be
established fifty metres around the planned flight path. This cordon should be set out using cones and
safety tape. Signs should be placed every 40 metres advising members of the public that UAS flight
operations are in progress. Marshalls may be required to be positioned at gates or on public footpaths
to advise members of the public about the dangers of entering the area. Gates may be closed, access
may be restricted, but spotters may not detain any members of the public or prevent them from
accessing public rights of way. The spotters will advise on the dangers of entering restricted areas and
to advise the RP about public encroachments. If the location is in a less populated area, such as open
countryside, a local cordon around the take-off and landing area may be established if deemed
necessary by the RP. This may be as straightforward as four markers set out into a five metre square
around the RP and encompassing the take-off and landing zone. It is the responsibility of the spotter or
observer/marshall to ensure that the RP is aware of any encroachment from a member of the public.
▪ Communications See section 1.7.6.
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▪ Weather Checks
An on-site weather assessment will be made by the RP, who will ultimately make the decision as to
whether current or anticipated meteorological conditions are likely to affect the safety of UAS
operations. Factors which will be assessed in the context of the craft’s operational envelope and
operation include visibility, precipitation, and wind speed. Where uncertainty exists over wind speed, a
real-time assessment of local wind speed will be obtained from www.windytv.com. A handheld
anemometer may be used to confirm wind speed if deemed necessary.
Refer to section 1.7.9 for protocols for pre-deployment weather checks.
▪ Charging and fitting of batteries NU personnel are responsible for charging UAS batteries. All batteries should be checked prior to
embarkation to the site. All batteries will be identified by a unique identification code, written on each
battery pack. These battery identification codes are recorded in the battery charge logbook, which is
stored on an internal directory (Appendix H). Protocols for safe storage, charging, transportation and
discharging are intended to significantly reduce the risk of Lithium Polymer (LiPo) battery failure.
The main causes of LiPo battery failure are:
• over-discharging (below 3.2 V per cell)
• over-charging (above 4.2 V per cell)
• exposure to extreme temperatures
The risk of overcharging will be mitigated by using intelligent flight batteries, which have integrated
balancing and protection circuitry. Over-discharging will be avoided by regular monitoring of battery
voltage levels whilst the craft is in flight, and battery condition will be checked during pre-flight tests.
Procedures for retrieving UAS before battery levels become critical are expanded on in Volume 2.
Batteries will not be left unattended whilst charging. Battery changes in between successive flights will
be carried out by any trained member of the flight team, ideally the RP. Battery packs will be suspended
from use if there is a noticeable drop in capacity (manifested as reduced flight endurance), if the charge
cannot be balanced to within 0.1V between cells, or if any signs of physical deterioration are observed
(e.g. puncturing). At the discretion of the Accountable Manager, suspended batteries will either be
repaired by an approved repair centre, or will be responsibly disposed of.
▪ Loading of equipment Where an additional payload is to be fitted to the craft, the RP is responsible for ensuring that this is
securely attached and does not interfere in any way with the safe operation of the craft. No additional
payloads are currently used in commercial NU operations. This information will be reviewed if additional
/ non-standard payloads are to be used.
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1.8.11. Assembly and functional checks
Minimal assembly is required for the use of off-the-shelf drones. Assembly comprises the removal of
motor protectors, the fitment of propeller blades, removal of the camera gimbal protector, and the
fitting of a flight battery. The craft will be visually inspected at the end of this process for any
irregularities and before pre-flight checks are undertaken.
1.8.12. Pre-flight, intermediate, and post-flight checks
The NU RP is responsible for completing the following checklists which outline the procedures to be
followed during aircraft start-up and following recovery. Checklists are found in Appendices I and J.
• Pre-flight checklist
• Post-flight checklist
If any fault or problem is found during the pre-flight checks which cannot be remedied on-site, then
the intended UAS operation must be postponed until a solution is found. Any interrupted checklist
procedure must be restarted if a problem is identified and remedied.
1.8.13. Flight procedures
The following mandatory operating procedures are to be adhered to by the RP and, where applicable,
observer. This complies with CAP 393 and CAP 722).
• RP to keep aircraft within VLOS, within a 500 m wide by 400 ft (121 m) high bubble
• RP to maintain primary focus on the aircraft and immediate surroundings
• RP to ensure they can hear audio notification from ground control station (e.g. smartphone,
tablet) for key flight parameters (telemetry status, UAV position, distance to next waypoint,
flight battery voltage, flight mode, triggered failsafe etc).
• Spotter (or Marshall if present) to maintain visual lookout for public encroachments and
airspace incursions.
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1.8.14. Emergency procedures
The table below outlines a range of potential emergencies which may arise during UAS deployment, alongside recommended actions and person(s)
responsible. Unless otherwise stated, the RP is responsible for implementing the post-incident actions.
Emergency Type Action Required (on site) Person(s) responsible Post-incident actions
Transmitter
communications
dropout. Pilot control of
craft lost.
In the first instance, pilot should toggle between GPS
ATTI mode in an attempt to regain control (depending
on which mode the aircraft was in when loss of control
occurs).
If control cannot be regained, call “Radio loss” so that
the crew understand the situation and can observe the
aircraft’s flight path. Upon transmitter failure or
frequency interference the aircraft will enter the
‘Failsafe’ mode and should automatically return to the
home point.
RP
Recover craft and review potential causes
for communications dropout, such as
unforeseen environmental factors (signal
obstruction/interference, sudden loss of
transmitter power, etc). Visually inspect craft
for any visible damage and undertake flight
test in a controlled environment. To be
logged as a minor incident if control is
regained and contributing factors identified
and mitigated, otherwise constitutes a major
incident and will require further
investigation (as per sections 1.6.3 and
1.6.5). If the latter, provide flight logs and
description of issue to manufacturer or an
approved repair centre for investigation and
consider submitting a MOR. Submit craft for
inspection if requested.
Upon seeing or hearing the call “Radio Failsafe” ensure
that the take-off site is clear of all persons as the
aircraft will be returning to its initial ‘power up’
coordinates.
RP/Observer/Spotter
Loss of Propulsion
(Motor or propeller
failure, aircraft battery
failure)
Aircraft Battery Failure
Call “Dead Drone” and assess if the aircraft is
controllable, if sufficient control is maintained head
directly to either the landing site or alternate landing
site whichever is closest. If control is compromised try
to execute a controlled descent.
RP
Recover craft and inspect for damage to
motors/propellers/battery. Review battery
condition and cell voltages. Follow incident
reporting procedure. Consider completing a
MOR. Undertake next flight under controlled
conditions and review craft performance.
Submit craft for professional inspection if
issue remains unresolved. If battery failure,
report nature of failure to manufacturer and
dispose of responsibly or submit for
inspection.
Upon hearing the call “Dead Drone” identify the closest
safe landing position to the aircraft and advise the RP.
Spotter
Upon hearing the call “Dead Drone” immediately clear
any persons directly underneath or in the path of the
aircraft to either the landing site or alternate landing site
whichever is closest. Maintain visual contact with the
aircraft once the area is clear.
Spotters / Marshall
Ground Control Station
Failure / RC loss
The RP will call “GCS Failsafe” to alert the ground crew
and will record the last known voltage of the UAS and
mission time and assess whether there has been a
complete failure of the GCS, or whether it is a signal
dropout. If the latter, the RP should wait to see if signal
returns before continuing the operation if safe to do so,
RP Recover craft and troubleshoot likely causes
of GCS failure – e.g. signal failure, app
crash, GCS sudden loss of power or battery
run-down. Advised to carry spare battery for
GCS, although replacing GCS battery and
rebooting whilst craft remains in-flight is
33
or abort the operation. Upon extended signal loss or
total GCS failure, the craft will automatically RTH.
inadvisable. Consider using an alternative
GCS for future operations unless issue can
be easily and safely resolved. Complete
Incident Report Form.
GPS failure
Call “GPS Failsafe” and confirm that the UAS has
entered ‘ATTI’ mode (or craft-specific equivalent).
Check craft responsiveness and continue with flight
operations if deemed safe to do so. If control is
compromised, execute a controlled descent and RTH
manoeuvres.
RP Recover craft and review likely causes of
GPS failure or signal dropout. Was there
unforeseen signal interference in the area?
If so, record and factor into future pre-
deployment planning.
Undertake subsequent flight under
controlled conditions and check whether
GPS functionality has returned, or whether a
more serious problem with the craft’s GPS
unit is likely to be present. If the latter, report
to manufacturer or approved repair centre
and submit craft for inspection/repair if
required. Craft not to be used until issue is
resolved.
Maintain visual contact with the aircraft once the area is
clear. If the craft begins to behave unpredictably,
approach any members of the public in the vicinity and
ask them to accompany you to a safe position.
Assist RP in guiding craft to designated backup landing
zone to effect safe landing if required.
Spotters / Marshall
Public encroachment
Upon being advised by the Observer of a public
encroachment immediately hold position and wait for
further instruction. The Observer will advise of the
location for the safest area to land and confirmation
should be given by the RP that the instruction has been
understood. Immediately proceed to the advised
landing site and cease operations, or resume once
member(s) of public no longer pose a danger to
operations.
RP Review pre-deployment and site survey to
identify whether public encroachment could
be avoided in the future, either through
revised pre-deployment procedures, or
improved public notification (signage, etc). If
member of public was at significant risk at
any time, following incident reporting
procedure.
Aircraft Incursions
Upon identifying an imminent aircraft incursion within
the 400ft, 500 m operating bubble call the relevant
phrase in relation to the RP’s field of view (“Aircraft
Ahead”, “Aircraft Behind”, “Aircraft Left” or “Aircraft
Right”) and maintain visual contact with the
approaching aircraft.
Spotter Review nature of incursion and review
whether it was avoidable. Was due process
followed and airspace
designations/NOTAMs/ATC etc properly
consulted or notified? If possible, contact
local ATC to inform of incursion whilst still on
site. If situation conforms to definition of an
Airprox, file an Airprox using the UK Airprox
Board’s online reporting platform.
If ATC was not alerted to UAS operations
(e.g. if operation >2.5 nautical miles from an
aerodrome) could the incursion have been
Upon observing or being advised by the flight crew of
an aircraft incursion, immediately hold position and look
beneath the aircraft to identify hazards. Descend the
aircraft to around 10 m above the ground or any
structure. Once the incursion no longer exists, the
planned operation may resume. It should be noted that
descending a multi-rotor too quickly can result in a
RP
34
crash due to dropping through ‘dirty’ air (the so-called
‘ring vortex state). If it is safe to do so and is absolutely
necessary, a RP may choose to take a rapid descent
risk to avoid an air collision, but will attempt to effect a
horizontal movement component to minimise this
additional risk.
If the distance as well as their relative positions and
speed between the UAS and any other airspace users
is deemed to compromised the safety of the craft
involved, the RP is to file an Airprox report.
avoided if ATC was contacted as an
additional precaution? Consider reviewing
pre-deployment protocol.
Following incident reporting procedure as
detailed in this document, including MOR.
UAS flyaway
Switch to a non-GPS mode (e.g. ‘ATTI’) to regain
control of the craft. If the aircraft remains unresponsive,
activate the RTH failsafe function. Maintain direct visual
contact with the aircraft for as long as possible. If visual
contact is lost make a note of estimated altitude, speed,
remaining battery endurance and heading. Once the
Observer confirms actual information contact the local
air traffic control and local police using the contact
numbers found on the on-site assessment form to
advise them of the situation. If the aircraft is seen to
make contact with the ground or a structure, execute
the shutdown procedure and walk over to the crash
site. Take photographs at the crash site, contact details
and statements from anyone present and recover the
aircraft. Leave contact details for any property
damaged as a result.
If the UAS has breached the GeoFence and the
appropriate failsafe has not been triggered as
highlighted in the failsafe section, call “Fly Away” so
that the crew understand the situation.
RP
Any aircraft flyaway to be logged as a major
incident – reporting procedure to be
following as documented in section 1.6.3
onwards. MOR to be completed. Liaise with
ATC and local police if craft has gone
beyond VLOS and is unresponsive.
Recover craft if possible and review likely
cause for flyaway. Likely to be indicative of a
more serious/fundamental problem with craft
avionics or GPS unit. Submit craft to
manufacturer or approved repair centre for
further investigation. Craft not to be flown
until problem has been fully investigated and
resolved.
Upon hearing “Fly Away” immediately monitor the
aircraft telemetry data and make a note of the aircraft’s
heading, speed and altitude. Monitor craft telemetry
data for as long as the connection remains. Observer to
assist RP in noting craft information so that the local air
traffic control can be advised by the RP.
RP
Upon hearing “Fly Away” maintain direct visual contact
with the aircraft for as long as possible and advise the
RP of an estimated heading.
Spotter
35
Pilot incapacitation
Upon feeling as though incapacitation is imminent call
“Man down” and activate the failsafe function.
RP
Review likely contributing factors causing
pilot incapacitation. If the emergency
services were not called to site, RP to
consider reporting to their GP to discuss
reasons for incapacitation.
To be logged as a major incident and
reported to the University Health and Safety
Team.
Upon noticing the RP has become incapacitated
activate the RTH failsafe via the transmitter or GCS (if
transmitter is unreachable) and call “Man down”.
Ensure that the RP is not in any imminent danger from
a returning aircraft and then ensure that the take-off site
is clear of all persons as the aircraft will be returning to
its initial ‘power up’ coordinates. Call for the emergency
services if required. Once the aircraft lands and shuts
down, disconnect the flight battery.
Observer
Battery fire whilst UAS
grounded
Upon noticing fire call “Fire”. If the fire is a Lithium
Polymer battery fire do not try to extinguish, allow the
battery to burn out and then extinguish any additional
fires. If the fire cannot easily be extinguished and
increases in size call the emergency services.
All Crew
Report battery failure to manufacturer and
document damage to battery and craft.
Defective or damaged batteries are not to be
returned to the manufacturer via courier.
Review likely causes of fire and identify any
unforeseen contributing factors and consider
additional precautions which could be
implemented to avoid battery fire in the
future. Review battery logbook and
transportation history to isolate any potential
causes.
Fire (UAS in flight)
Upon noticing an aircraft fire call “Aircraft Fire” and wait
for instruction from the Observer. Upon hearing “Aircraft
Fire”, proceed directly as instructed by the Observer to
the safest available landing point. Upon landing initiate
craft shutdown procedure.
RP
Document damage to craft by photograph
and recover craft if safe to do so. Follow
reporting procedure for a major incident and
undertake MOR. Review possible causes of
fire (craft malfunction, environmental
factors?) and submit craft for repair or
inspection and disposal by manufacturer or
an approved repair centre.
Upon identifying an aircraft fire call “Aircraft Fire”. Upon
hearing “Aircraft Fire” immediately identify the nearest
safe landing point and advise the RP. Approach the
aircraft with a fire extinguisher if available and continue
as per the Fire (Ground Equipment) procedure
Observer
Upon identifying an aircraft fire call “Aircraft Fire”. Upon
hearing “Aircraft Fire” wait for the aircraft to land and
then treat the emergency as per above.
Spotter / Remaining Crew
Fire (GCS or transmitter)
Upon noticing fire call “Fire”. If the fire is a Lithium
Polymer battery fire do not try to extinguish. Allow the
battery to burn out and then extinguish any additional
fires. If the fire cannot easily be extinguished and
increases in size call the emergency services.
All Crew
Document damage to GCS or transmitter by
photograph. Review causes and identify
contributing factors or probably cause of fire
(likely to be battery-related). Do not attempt
to use damaged GCS or transmitter
equipment – replacement or use of
36
If a fire occurs which the aircraft is in flight, try to
activate a RTH, or power off the transmitter to force the
aircraft into RTH mode. Refer to above on landing.
alternative equipment is required. Notify
manufacturer or place of purchase of
defective device.
37
Appendix A – Current Northumbria University PfCO
38
39
Appendix B – Northumbria University Incident Report Form (IR4)
The purpose of this form is to record all accidents and incidents. The term Accident is where injury or ill health has occurred.
The term Near Miss and Dangerous Occurrence is where an incident has occurred and there is potential for injury.
Part A: Record of Accident/Incident (Please complete within 24hrs for all incidents)
Surname:
Forename: Age: Sex: M/F
Faculty: Dept: Work/Home
Tele:
Line Managers Name:
Tele:
Occupation:
Home
address
Status: Employee Contractor Visitor Member of the
public
Student Other
✓ Checklist for gathering information:
✓ PPE ✓ High Visibility Tape/ Flash light
✓ Incident reference guide ✓ Clip board ✓ Tape measure and ruler
✓ Pencils / pens, paper ✓ Camera / video camera
Description of Accident/Incident
Location of Accident/Incident:
Building: Accommodation:
Date: Time: First Aider Name:
First Responder Name:
Reported to:
Date: Time:
Description of Injury/Condition:
Refer to Appendix 1 Severity Matrix
Type of Accident/Incident? ( Select as required) Actual or potential for harm?(Select as required)
Near miss:
Dangerous Occurrence:
Minor
Major
Damage Loss: Fatal
Near Miss: Damage/Loss
Over 7 day Injury Over 3 Day injury No lost time Riddor Reportable (F2508)
40
Injury Type: Treatment
This section
MUST be completed
If no injury or damage occurred
record incident as a near miss with
no injury
Where there is more than one injury,
place a number on the part of the
body affected and put the same
number in the type of injury, continue
until all of the injuries are entered.
Body Map Abrasion / Bruising
Amputation
Asphyxiation / poisoning
Burn / scald
Concussion / internal
injuries
Dislocation
Electric Shock
Fracture
Lacerations / cuts
Loss of Sight / eye
damage
Multiple Injuries
Natural Causes
Penetrating Injury
Respiratory distress
Sensitisation / irritation
Shock / stress
Sprain / strain
Superficial Injury
Other
Describe first aids and treatment given by:
Off-site treatment required: Y/N
GP/Hospital in-patient/Hospital out-patient/X-ray/other (delete as necessary)
Did the injured person return to work? Yes/No
Are light/reduced duties been offered? Yes/No / Accepted? Yes/No
41
Date any absence commenced: Date returned to work: (only record if information is available:
Has a health/injury review date been arranged?
Yes/No Date:
Has the incident area been made safe?
i.e. has the immediate danger/chance of escalation been removed
Yes/No
Yes/No
Describe briefly how the Accident / Incident occurred?
(Include event leading up to the incident use plans, photo, or diagrams as necessary) refer to attached guidance
Describe any Equipment/tools/substances being used at the time of the incident
Accident type tick as appropriate
Animals – Attack by 1 Machinery (Excluding Vehicles) 20
Building/Scaffolding Collapse 2 Microbiological Release 21
Burns 3 Molten Metal Release 22
Work Equipment Failure 4 Other Causes 23
Crushed 5 Portable Power Tools 24
Dangerous Occurrence 6 Radiation 25
Drowned 7 Spillage of Chemicals/Harmful Substances 26
Electricity 8 Sports Injury 27
Explosions 9 Striking against Stationary Object 28
Falls from Height 10 Struck by Moving Object 29
Falls on level – Slip/Trip/Stumble 11 Traffic 30
42
Falls on Stairs 12 Trapped 31
Fires 13 Near Miss 32
Hand Tools 14 Violence to Staff 33
Manual Handling 15 Verbal Abuse 34
Sharps 16 Nip 35
Contact with Harmful Substances 17 First Aid 36
Infectious Materials 18 Ill Health 37
Laser Beams 19
43
Part B: Investigation and Information Gathering: Refer to appendix 2: Investigation quick
reference guide
Witnesses: statements to be signed and attached to this report: (Please record witness statements onto
the attached template) refer to quick reference guide: Appendix 3: Witness statement template
Name Job title Statement attached
Photographic Evidence: indicate number
of photos and title.
1.
2.
3.
Identify the immediate actions that caused or contributed to the accident/incident: Commence gathering the
following documents: Risk assessment/ safety procedures/Training records/matrix/Photos of safety signs/PPE etc.
Identify the underlying causes of the accident/incident (refer to guidance notes for assistance). Perform a Why-
Why analysis to help identify contributing factors.
Identify Physical Factors: (appendix 4a)
44
Identify Human Factors: (appendix 4b)
Identify Management System Factors (Appendix 4c)
45
Recommended actions to be taken to minimise likelihood of recurrence: Consider both risk control measures to be
implemented in the long and short term
Risk Assessment: Future loss potential if action not taken: Refer appendix 5 to Risk Matrix
Likelihood of hazard risk effect
1. Unlikely: 2. Possible 3. Likely 4. Almost certain 5. Certain
Severity (MRFWC Injury)
1. None – no injury 2. Minor - first Aid or minor injury that may have had minor
medical treatment 3. Moderate- Lost-time or recordable injury/illness 4. Major -Permanent disability 5. Extreme-Amputation or one or more fatality
Risk = Likelihood x outcome
Low = 1 or 6
Med = 8 or 12
High = 15 or 25
Refer to the risk matrix for further
guidance and highlight
Make Recommendations
Review findings and recommendations (including owners and target completion dates) with the business
Manager/Health and safety central team: The review should ensure:
o Completeness of investigation and data collected. o Thorough root cause analysis has identified all possible causes. o Recommended actions should address the causes of the incident.
Part C: - Actions (Give person responsible and agreed
completion date) Add here additional actions identified
during step 4.
Responsibility Completion date
Physical Controls (Walls, guards, barriers etc.):
Managerial/Procedural controls, Safe Systems of Work:
Information, Instruction and Training:
Safety Signs and warnings:
NB: Ensure that all persons actioned above receive a copy of this form or notification of allocated responsibility
Sign Off Name Signature Date
46
Business Manager
Health and Safety Central Team
Other
Comments by Senior Manager
Across the UNN are there other risk assessments and safe working procedure that may require review and updated?
(is the risk present in any other area of the UNN? If so, communicate actions and controls immediately
Name of risk assessment and safe working procedure Completion date Person responsible
Criteria for Reporting and Investigation Accidents and Incidents
Part A of the report should be completed ASAP following notification of the incident and where possible within the same
shift period as the accident was reported. For Safety and RIDDOR purpose, the Assistant Director of Health and Safety
must be notified of the accident within 24 hrs.
The fully completed IR1 form is to be completed and signed -off within 72 hrs. If this is not possible due to a lengthy
investigation, it should be completed and designated as an interim report. Please liaise with the Central Health and Safety
team for guidance and an approved extension to investigation time.
The person involved in the accident should ideally be interviewed at the scene of the accident or as soon as possible after
the accident has occurred.
Where a person is absent from work as a result of an accident Immediate Manager must arrange a meeting through the
HR department with the injured party as soon as reasonably possible to discuss any limitations they may have and any
support they may require in preparation for their return to work. Except in extreme cases of severe injury, the injured
person should be spoken to by his/her immediate manager on the first day of absence or before the end of the first week
in order to try to prevent the absence becoming a 7 day reportable.
47
Appendix C – Incident logging template
Date
Job
reference
Remote Pilot Crew
Aircraft Incident
specifics
Follow-up actions
Notifications
AIRPROX
MORS
Location details
Incident diagram:
48
Appendix D – Flight time logbook template
Pilot: Period:
Additional flight crew:
Date Job # Aircraft Crew Objective/Notes Flight time
(hrs)
Total flight
time (hrs)
Total hours for period: Signature:
49
Appendix E – Tasking request form template
Date of production:
Job number:
Name of originator:
Name of remote pilot:
Client information
Name of client:
Address:
Contact number:
Notes:
Task information
Task location:
Date / time:
Access restrictions:
Notes:
50
Appendix F – Pre-deployment form template
Job number
Date completed
Remote pilot / RP
Location (6 fig grid ref)
Intended platform
Considerations Actions Findings
Airspace classification A, C, D, E, G
VLOS/EVLOS/BVLOS What is expected of job, how
many operators are required to
complete task?
Other airspace restrictions MATZ, CTR, ATZ, Danger
Areas, Restricted Areas,
Prohibited Areas, NOTAMS
Local ATC / frequency Local ATC in area of operation.
Contact frequency if applicable.
Air users Helipads, microlight,
gliding/power, model aircraft
clubs, kite flying
Air hazards HIRTA, venting sites, arms
ranges, birds
Air space restrictions Power stations, prisons,
hospitals, government buildings
Terrain Terrain type, e.g. mountainous,
lowland, woodland, farmland,
urban
Ground hazards e.g. Lakes, rivers, motorways,
railways
51
Public access Footpaths, bridleways, roads,
public rights of way
Congested areas
Restrictions e.g. power stations, prisons,
schools, hospitals, government
buildings
Sensitivities e.g. elderly homes, churches,
nature reserves, livestock.
Also check relevant byelaws
Risk mitigation Alternative time/day to avoid
congestion
Weather Advance forecast of
intended task location
(if available)
Task complexity
(low, medium, high)
52
Appendix G – On-site survey template
Job Number:
Date completed:
Personnel:
Notes of intended task:
Weather:
Task Notes Check
1. Confirm pre-deployment form is completed
and a hard copy present.
2. Confirm landowner permission obtained if
applicable.
3. Confirm whether ATC has been notified if
required.
4. If possible, walk-over surrey around AOI to
check for obstructions, visual limitations or
other hazards.
5. Locate safest take-off/landing areas and
alternative(s)
6. Confirm flight plan is safe and appropriate
and brief crew (+client if
present/necessary)
7. If required, ensure safety clothing
equipment has been issued
8. Unload equipment
9. If work is in an area with public access:
Set up cordon if required? Check for public
address system to announce planned
mission?
53
Appendix H – Battery log template
Date Flight
Battery 1
Flight
Battery 2
Flight
Battery 3
Flight
Battery 4
Flight
Battery 5
Notes
04/03/17 ✔ ✔ ✔
09/03/17 ✔ ✔ ✔ Check B2 voltages – discharge then
full charge + re-check
11/04/17 ✔ ✔ ✔
29/05/17
(completed above as example)
54
Appendix I – Pre-flight checks
55
Appendix J – Landing and post-flight checks
Landing checklist:
Post-flight checklist:
Task Check
1. Upon touchdown, power motors down. Keep transmitter powered on.
2. Note flight duration and battery voltages in logbook.
3. Power off flight battery (manual).
4. Recover aircraft from landing area (if appropriate)
5. Record pilot and other flight details in relevant logbook
6. Remove memory card from UAS and review images/data with client if necessary
7. Shut down GCS / flight app (if no further flights are to be undertaken)
8. On return to base, download image data from sensor memory cards
9. Download flight logs from flight controller
56
Appendix K – Maintenance logging template
Aircraft Serial no: Firmware/software
version:
Model: Hours since last
service:
Total hours:
Next service:
Service Element Checked Notes PASS / FAIL
Frame integrity
(visual)
All bolts tightened
Correct items fitted
Items securely fitted
Systems to check:
Flight controller
IMU
GPS
Compass
Gimbal
Video downlink
Ground station
Transmitter (craft)
Transmitter (payload)
(if applicable)
57
Appendix L – EU reg 785/2004 insurance statement
U M Association Limited Registered Office: Hasilwood House, 60 Bishopsgate, London, EC2N 4AW
Registered in England and Wales No. 2731799
Hasilwood House 60 Bishopsgate London EC2N 4AW Tel: 020 7847 8670 Fax: 020 7847 8689
TO WHOM IT MAY CONCERN
01 August 2018
Dear Sir/Madam
UNIVERSITY OF NORTHUMBRIA AT NEWCASTLE & ALL ITS SUBSIDIARY COMPANIES
We confirm that the above Institution is a Member of U M Association Limited, and that the following cover, compliant with EU reg 785/2004, is currently in place for the use of Unmanned Aerial Vehicles:-
PUBLIC AND PRODUCTS LIABILITY
Certificate of Entry No.
Period of Cover
Unmanned Aerial Vehicles Extension
UM118/12
1 August 2018 to 31 July 2019
Notwithstanding Exclusion 1 b) Cover under Part III Section (1) – Public and Products
Liability is extended to include liability arising out of or from the ownership possession or
use by or on behalf of the Member of any unmanned aerial vehicle (UAV) provided that:
a) the Member (and any person acting on the Member’s behalf)
complies with the operating and licensing provisions of the Civil Aviation Authority in
respect of the use of the UAV in the United Kingdom, and
b) the UAV is restricted to 121.9 metres from ground level (400 feet), and
c) the maximum range of the UAV is not greater than 1 kilometre from the operator,and
d) the operator of the UAV has obtained the full qualification, where required, from
the local aviation authority or is specifically trained, or is being trained in the presence of
a competent person, and
e) the UAV is within the airspace of the United Kingdom, and
f) the UAV is not a military vehicle, does not carry weapons of any
kind and is not being used for military purposes or in any way involving military purposes.
g) Where the UAV (drone) weighs more than 250g, the operator has obtainedmandatory registration and can demonstrate operator competency
Limit of Indemnity
Cover provided by
“Unmanned Aerial Vehicle” includes unmanned aerial systems (or any
part thereof) and radio controlled helicopters.
£20,000,000 any one event and in the aggregate in respect of Products Liability and unlimited in the aggregate in respect of Public Liability.
U M Association Limited and Excess Cover Providers led by QBE Insurance (Europe) Limited
If you have any queries in respect of the above details, please do not hesitate to contact us.
Yours faithfully
Paul Cusition For U.M. Association Limited