UAS Flight Planning Guide. Please edit in information for the topics that follow with blue text.

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1 UAS Flight Planning Guide Please edit in information for the topics that follow with blue text. 1.0 Mission Please provide a brief overview of the UAS mission(s) and capabilities Objectives TEMP is a simple, inexpensive powered parafoil UAV that is being used as a surrogate for the development of flight control systems for parafoil systems of similar scale and design Description Flights will be performed to characterize the performance of the UAV in order to develop autonomous flight control systems for TEMP and other powered parafoil systems Will proposed test exceed limitations used to predict mean time between failure or other safety models? Provide fault trees and/or failure mode effects analysis Capabilities The TEMP vehicle is currently used only as a test platform for development of flight control systems for powered parafoils. The vehicle s scale is similar to those of future operational systems that are in development. Comment [PW1]: Is it ok for us to say here? Comment [AP2R1]: It was done in the example document Tony sent me 2.0 Vehicle 2.1 User Handbook - Is user handbook available? Please attach. Yes. Attached 2.2 Physical Characteristics Measurements - wingspan, fuselage length, body diameter Parafoil span: 35.7ft Parafoil Chord: 9.18ft Main Fuselage dimensions: 41 x 41 x Composition Frame: 4130 tubular steel/6061 aluminum Prop: Wood Parafoil: Skytex fabric Weight - empty and max load Empty: 92lbs Max load: 175lbs Fuel - type and capacity 80oz mid to high octane gasoline.

2 2.2.5 Brakes - tail hook or hydraulic 2.3 Propulsion System DA stroke internal combustion engine Engines - type, number, manufacturer, horsepower rating, electrical power Source 1X DA-150 engine Manufacturer: Desert Aircraft Power: 16.5hp Power source: 1X 6V 2000maH NiMH battery Fuel Volume and Consumption Monitors Consumption: approx. 100oz (3L) per hour Monitor: Monitoring flight time Limitations and Failure Modes By environmental conditions (temperature, icing, dust) 32F to 100F No flight in wet conditions Confirmed by test data Environmental conditions listed above are based on Aactual range types of flying conditions TEMP has been flown in Considered in test plan 2.4 Performance Characteristics Performance Charts Takeoff and Landing Takeoff and Landing: Requires 100ft of flat, relatively well-groomed runway (grass is fine) Distances for maximum weights Platform must be kept in line of sight and less then <.5 miles from pilot Maximum crosswind tolerance Can t fly in any winds above ~8mph sustained Maximum Altitude 1000ft AGL Maximum Endurance 30 minutes Maximum Range The maximum range of the vehicle is approximately 12 nautical miles. Maximum RC range:<.5 miles with clear LOS Range vs. Altitude (glide) Glide ratio: ~ Airspeed cruising, maximum, minimum, and stall Dependent on GTOW. For typical GTOW, assume 23 knots for all values. Formatted: Font: Not Bold, Font color: Custom Comment [PW3]:? Comment [AP4R3]: It s asking how you ve verified these are the environmental limitations for flight Formatted: Default Paragraph Font, Font: 12 pt Formatted: Font color: Auto Comment [PW5]: But the range of the aircraft, using figures in other parts of this document, is about ~12 nm (23 knts, 30 min endurance.) Comment [AP6R5]: You re right. Fixed

3 2.4.8 Rate of Climb and Descent Max Climb Rate: 300ft/min Max Descent Rate: 250ft/min Weather Minimums Day VFR Clouds Basic VFR cloud clearance requirements Instrument Flight Rules (IFR) conditions 2.5 Flight Reference Data Flown by RC pilot On-board sources of position, altitude, heading, altitude, and airspeed information to the UAS operator or autopilot Dual GPS system, laser altimeter, AHRS Backups RC pilot 2.6 Transponder - Does the UAS have an on-board transponder with Mode C altitude reporting? No 2.7 Payload Options - What payload capabilities will be used on the UAS during operations? None. 2.8 Hazardous Materials - Please list all materials that require special handling, such as flammable, toxic, energy storage, or ordinance. Include flight termination system if applicable. Lithium polymer (Lipo) batteries should be handled with care. Do not charge Lipo batteries unattended, and insure all damaged Lipo batteries are properly disposed of. 3.0 Command and Control Systems Please describe the systems/methods used to control the UAS during flight; include frequencies where appropriate. 3.1 Control Method - primary and secondary Takeoff and landings are performed by RC pilot. Data-gathering portions of the flight are performed autonomously, with the RC pilot standing - by as a backup. 3.2 Satellite or Line of Sight Line of sight 3.3 Frequency Allocation - Is there a frequency allocation for all RF links? On what frequencies do the UAS systems operate? What is the effect of radio frequency interference on the command and control system? RC transmitter operates at 2.4 GHz. The RC link is resistant to radio interference at 2.4Ghz, but if interference does occur, loss of range/signal may occur. The GCS data link operates at 900Mhz.

4 3.4 Command Link Range - What is demonstrated range of primary and backup command and control system systems?.5 miles for RC. >5 miles for Radio Modem (with clear LOS) 3.5 Backup - Is there a backup command transmitter and receiver? Does the backup have the same effective radiated power? Is the backup link sufficiently protected from spurious command signals? There is an identical backup RC transmitter with all the same capabilities and limitations. There is no backup RC receiver on the aircraft. 3.6 Link Analysis Has RF link analysis been performed to verify that both primary and backup transmitters can communicate with vehicle at furthest point of planned operation? Yes.No but the 2.4 Ghz and 900Mhz signals have been ground-tested at a range equal to max vehicle range in the air Does link analysis address all RF links? Uplinks from primary and backup ground stations Secondary uplinks from each ground station Downlinks to primary and backup ground stations Flight termination link Is there at least 12 db of signal excess in FTS link? How do you determine if the vehicle primary and backup command and control receivers and FTS receivers are operating at specified sensitivity? Does link analysis consider RF horizon? Maximum range for each link See How do you determine if the primary and backup transmitters are radiating specified output power? Masking Are there any nulls in the command transmitter antenna pattern? Are there areas of RF masking due to location of antennas on the UAS relative to their position and to ground station antennas? Are there any RF null spots in the command link based upon the position or orientation of the UAS relative to the control station? Do the operators know where these nulls are? Multipath -What is the link susceptibility to multipath? What is the system response if multipath is experienced? 3.7 Takeoff and Landing - What is method? Comment [PW7]: Is this backup installed on that aircraft? Comment [AP8R7]: I thought the plan was just to have a backup transmitter (set of sticks), not a backup receiver. Adding a backup receiving would also require adding a multiplexer, which would add an additional failure point, so I m not sure you would gain any reliability. Comment [PW9]: This isn t a link analysis; it s just a test (which is actually more stringent than the analysis). My understanding of a link analysis is a db calculation using the component specs to determine effective distance. Comment [AP10R9]: Just following the example in the document that Tony sent. Comment [PW11]: Can we just leave this blank? Comment [AP12R11]: Just following the example in the document that Tony sent.

5 Takeoff and landing performed on a runway by an RC pilot. 3.8 Navigation System - What is the source of navigation information for the operator? Are there redundant sources? Visual information, GPS telemetry data from GCS 4.0 Operations 4.1 Crew Per FAA requirements both a pilot and ground observer will part participate in all UAS operations. In addition, a GCS operator, an engine starter, and 3 wing handlers will be present for flight operations. To minimize crew requirements, the ground observer will also act as a wing handler for the takeoff phase of flight Requirements - Please list the total number of personnel involved in the mission and their associated job functions. 6 personnel will be part of all flight operations. Pilot Responsibilities: Pre-Flight o Monitor weather to determine suitability for UAS operations o Perform pre-flight inspection of aircraft and RC comms o Orient vehicle into direction of prevailing winds to maximize likelihood of successful takeoff o Inform all ground personnel of the safety area for vehicle observation During Flight o Will perform takeoff maneuvers o Will fly the vehicle to pre-designated points to begin data collection o Will take over flight of the vehicle if autonomous flight becomes unstable or dangerous o Will land the vehicle when data gathering complete or when he deems it necessary because of environmental or aircraft problems Ground observer responsibilities: Will relay information between the pilot and ground control stations via radio Will assist pilot with observation of the vehicle while it s in flight Will provide information to the pilot about maneuvers necessary for data collection Engine starter/chief Mechanic responsibilities Will manually start the DA150 engine by hand-spinning it. Will repeat the process as many times as necessary until the aircraft has successfully taken off Will perform most pre-flight and post-flight checks on the vehicle Will refill fuel and swap batteries on the vehicle as necessary Will perform minor vehicle repairs as necessary

6 Wing handlers Will hold down the wing while the aircraft is idling on the runway Will gently guide the wing up once the vehicle starts moving GCS Operator Will start and terminate the flight software Will monitor flight telemetry during flight Will download flight data on to the GCS computer after each flight. Observer: Experience - Detail the crew s flight qualifications, experience, and currency with this UAS. How recently did each crewmember fly this type of UAS? The pilot has approximately 25 hours of experience flying TEMP for the purposes of payload delivery and data collection. The pilot and observer have both completed class II physicals. The rest of the flight crew all have at least 10 hours of experience with flying this aircraft. The crew most recently flew the vehicle in April Safety - What information does the crew have to make safety related decisions? The crew have all been trained in the safe operation of the TEMP vehicle. 4.2 Pre-Flight Set-up Time - Upon arrival, how much set-up time is required to prepare for initial flight? The vehicle requires approximately 3 hours of set up to verify avionics box functionality, attach hardware and perform hardware checkout, and to rig the parafoil Pre-Flight Checks -- Describe typical ground checks for the UAS and control system. Vehicle is inspected RC transmitter is range tested Avionics box functionality is verified RC controlled mechanisms (brake lines, ignition, throttle) are tested Voltages for all flight batteries are checked Vehicle fuel level is checked Electrical connections are inspected and tug-tested 4.3 Launch - Please describe the takeoff procedure and handoff method in detail. Wing is laid out behind parafoil. Wing handlers hold parafoil against the ground to prevent pre-mature inflation Pilot performs RC checks and then powers on the ignition system Engine starter starts the engine and then moves behind the parafoil. Pilot tests the throttle range and then gives the go ahead signal to wing handlers to stop holding down the wing. The wing handlers guide the wing up as it inflates 4.4 Recovery - Please describe the recovery and landing procedure in detail. Vehicle is switched from autonomous to manual control by pilot Formatted: Bulleted + Level: 1 + Aligned at: 0.75" + Indent at: 1" Comment [PW13]: Do all the following wuesitons refer to the Observer? Comment [AP14R13]: No. This should have been deleted.

7 Pilot lands in designated landing area. Once good contact is made with the ground the pilot shuts down the ignition system, which kills the engine. The vehicle will then roll to a stop. The parafoil is bagged up to prepare for vehicle transport Data from avionics box is copied to GCS. The avionics box is then shut down, or the software is restarted for another flight Engine temperature is checked 4.5 Turnaround Time - Describe any required post-flight maintenance and the turnaround time between missions. Minimum turnaround time is minutes Fuel levels are checked and topped off Battery levels are checked. Any low batteries are swapped with fresh ones Avionics box software is restarted. Flight data may also be downloaded. 5.0 Failure (Risk) Management 5.1 Safety History Flight history The TEMP vehicle has performed 98 flights, totaling approximately 25 hours of flight Mishap history - Please list the mishap history of the UAS including major failure modes. How many crashes or failures have occurred? UFIT caused by control line wrapping around a data collecting camera Ground observers could not observe this during the flight. The vehicle eventually entered a spiral from which the RC pilot was unable to recover. The vehicle impacted the ground, causing extensive damage to the front of the vehicle and its frame. Muffler came off in flight Caused by fasteners rattling loose. The muffler clipped the prop and damaged it, but the vehicle was able to safely glide to the ground. BadAborted takeoffs These happen once every 10 flights or so. The vehicle will catch a bad wind on a takeoff and tumble. head over heels. Engine overheating The engine overheated during flight after the main body of the aircraft was covered in plastic wrap to prevent water ingress during takeoff (recent rain had dampened the take-off area). The plastic wrap interfered with airflow to the engine and consequently caused it to overheat. The plastic wrap has been removed and no further temperature issues have been observed Corrective actions taken for past mishaps UFIT The position of all data collecting systems have been re-evaluated to remove the failure mode. Comment [PW15]: These are just aborted takeoffs. No need to include them if no damage occurred. Comment [AP16R15]: I would argue they should be included. We did damage our 5 hole probe and our dual GPS mounting 2 x 4 during these tumbles. We could certainly damage more stuff in the future. We also nearly ran over Scott once.

8 Muffler came off Red Loctite (high temperature, high strength) is now used on the muffler fasteners. The mufflers are jiggle checked before each flight. Improper engine isolators which were causing excessive engine vibration have been removed from the aircraft. Engine overheating The plastic wrap has been removed and no further temperature issues have been observed. 5.2 Demonstrated Reliability Estimated time between mission failures 98 hours of flying/3 major failures = 32.6 hours between failures Calculated from analytical or empirical data Eempirical Environmental and performance limitations used to estimate reliability Figures The vehicle cannot reliably handle/takeoff in winds above 8mph sustained. 5.3 Hazard Analyses -from contractor or system safety 5.4 Software Software safety program Software controlled components - What flight critical components are software controlled? The handoff between autonomous and manual flight control is handled by software running on our microcontroller board. During autonomous operation flight controls are handled by software, but the pilot can manually take over control at any time Analyses - Have any software safety analyses been performed? Software has been extensively ground-tested prior to flight. 5.5 Loss of Command and Control Link Describe what happens when the command link is lost. Include UAS actions and flight crew actions. If the vehicle loses RC comms, and is under manual control when this occurs, the receiver fail-safe will automatically activate, throttling the engine to idle. If radio modem comms still exist, vehicle can be commanded to fly to a designated loiter point to re-establish RC comms How does vehicle respond if the command link is never re-established? If radio modem comms are never re-established, the pilot will take over control of the aircraft. If RC comms are never re-established, the GCS can command the vehicle fly to landing area and then shut down the engine, causing it to descend in the direction of the prevailing winds Recognition of loss - Operator and UAS How does the operator recognize loss of the command link? RC comms loss--engine will audibly return to idle and vehicle will not obviously respond to command inputs Radio modem comms loss telemetry will no longer update on GUI, or it will be nonsense values.

9 How does UAS recognize loss of the command link? The RC receiver has a built-in failsafe which activates whenever RC link is lost Back-up Command and Control - How is backup control initiated? Backup control is initiated by manually by either the pilot or the GCS operator, depending on which link(s) are still functional 5.6 Loss of navigation How does the UAS and vehicle autopilot respond to a loss of navigation signal? The GCS operator will order the RC pilot to manually take over control of the aircraft How is a primary navigation loss indicated to the ground station and operator? The GCS operator will see non-updating or garbage GPS data flashed on the GUI Back-up navigation Is there a secondary navigation system? Besides the RC pilot, no Does the UAS operator have access to any external sources of position information that could serve as a backup (radar, IFF, binoculars)? Ground observers can provide the pilot with additional position information via radio If the UAS operator loses primary position information, is control also lost? No, the pilot can still fly the aircraft as long as he can see it 5.7 Return home modes Conditions that cause return home mode A command issued by GCS operator Location point, path, and altitude Selection Safeguards to prevent erroneous selection Waypoints are entered prior to flight and verified to be within the operating boundaries of the mission Ability to update in-flight Waypoints may be updated in-flight Intermediate waypoints Multiple points Airspace boundaries and compatibility Line of sight from control station The aircraft is to remain within the LOS of both the pilot and GCS at all times Vehicle action and sequence of events upon reaching return home point In event operator does not regain control The receiver failsafe will activate and the vehicle will descend in the direction of the prevailing winds Fail-safe events

10 Loss of transmitter battery power, loss of communications with RC receiver, loss of communications with GCS Landing As long as the pilot still has control of the vehicle, landing will proceed normally Navigation during return home mode In event GPS is unavailable or jammed The pilot always manually lands the aircraft Pre-flight check 5.8 Loss of Flight Reference Data - How does the vehicle respond to losses of primary sources for position, altitude, heading, and airspeed and what are the indications of these losses to the UAS operator? Information regarding loss of flight references will be relayed by the GCS operator to the pilot via radio. In the event of flight reference data loss, the pilot will assume manual control of the vehicle. 5.9 Unresponsive Flight Controls What will happen if a servo or flight control sticks or becomes unresponsive? How does the autopilot respond? Is there a backup? How quickly will the UAS operator recognize this? Loss of flight control sticks/servos will result in the pilot being unable to turn the vehicle on command. This loss will be immediately obvious to the pilot whenever he initiates a turn. A backup transmitter will be near the pilot if loss of stick control occurs. If the backup transmitter is unable to establish an RC link with the aircraft, the GCS will command the vehicle to fly to a designated loiter point where the pilot will attempt to re-establish flight control. If pilot can still not reestablish flight control, the GCS will command the vehicle to fly to the landing zone and then shut down its engine, which will cause it to gradually descend What happens if the throttle is stuck? How will the UAS operator recognize this condition? Is there a recovery procedure? If loss of stick controls occurs during RC flight, the RC pilot will immediately notice that the engine RPM does not audibly change when he moves the stick and forth. If loss of stick control occurs during autonomous flight, it will become apparent when the engine RPM does not audibly change when the vehicle is told to change altitude (this should occur every few seconds). Formatted: Font: (Default) Times New Roman, 12 pt, Font color: Custom Formatted: Indent: Left: 0.5" The appropriate response to the problem depends upon what is causing. If the problem is caused by an RC communications issue, the GCS operator will command the vehicle to fly to its designated loiter point while the RC pilot attempts to re-establish stick control. If the RC pilot cannot re-establish control, the GCS will command the vehicle to shut down its engine, and it will glide to the ground.

11 If loss of stick control is caused by a GCS data link issue, the RC pilot will take over control of the vehicle. If the issue is strictly mechanical (steering controls still function normally), the pilot or GCS operator will command the vehicle to shut down its engine and the vehicle will glide to the ground. If the throttle becomes stuck, the pilot will not be able to hear the engine change RPM as the stick is moved back and forth. If loss of stick control is due to an RC range issue, the GCS will command the vehicle to fly to its designated loiter point while the pilot attempts to re-establish stick control. If the pilot is unable to reestablish throttle control, either he or the GCS will shut down the engine ignition system and glide the aircraft to the ground Loss of Propulsion How does UAS respond to engine failure? The aircraft is fully capable of gliding back to the ground without engine power. The aircraft has performed this maneuver in both a planned and unplanned manner approximately 10 times Can engine be restarted in flight No Is electrical power lost? No electrical power is provided by separate lithium polymer batteries Will there be sufficient velocity and electrical power for controlled ditch or dead-stick landing? Yes, the aircraft has been successfully landed numerous times in the past after the engine has been shut down Loss of Electrical Power - Answer for electrical systems on UAS and again for control stations Describe UAS response if electrical power is lost. RC receiver power loss complete loss of manual vehicle control Steering servo battery loss Complete loss of manual/autonomous steering control. Aircraft will fly in the direction of prevailing winds. Avionics Battery Loss complete loss of all vehicle control Describe any back-up electrical systems and expected operating time. What happens if the UAS is too far away to make it back before this time? Battery RC Receiver 6V 2000 mah NiMH Steering Servo 14.8V 5000 mah Avionics Box 14.8V 5000 mah Time life RC Receiver 1 hour Steering Servo 4 hours Avionics Box 2 hours Comment [PW17]: How will we know when flying autonomously? Comment [AP18R17]: Good point. I re-wrote this section to explain this and a few other details.

12 Life meter Voltage meters are attached to all 3 batteries Log All flight data is recorded by the avionics box software Bus - Are there essential buses for reduced power operations and are all flight essential systems on this bus? No Usage data on telemetry Pre-flight check Mechanical and software checks are performed before each flight Uninterruptible power source for ground operations None Backup command and emergency systems protection Does load shedding occur if power is lost? No Flight information calculations Are there any effects on the flight termination system? Yes. If allthe receivers losess power, its failsafe cannot activate. If avionics box loses power, the vehicle loses all control and no failsafes can activate Subsystem Failure Failures that result in abort Loss of avionics sensor Loss of battery power Excessively high/unstable wind conditions Software error Unplanned engine shutdown Failures that result in UAS unable to fly Loss of avionics box power Loss of RC receiver power Midair collision 5.13 Flight Termination System (FTS) FTS function Yes included on RC receiver, and also possible to issue command via GCS FTS activation How is the FTS activated? RC receiver loss of RC comms GCS operator manually commands the vehicle to fly to the landing zone and then shuts down the engine Does it activate if battery backup fails? No Comment [AP19]: So we re adding another RC receiver to the vehicle?

13 Does it operate on independent battery circuit? Yes Activation authority Controlled by RC receiver and/or GCS operator Flight termination criteria Tracking data Lack of containment in operating range Return home failure UAS below RF horizon Sequence of events after activation Propulsion terminated Vehicle glides to ground Tumble or glide Vehicle glides to ground Parachute Monitoring GCS and visual observation Transmitter Location Always remains with pilot Range (exceed maximum flight range) <.5miles (with clear LOS) Testing and certification RC failsafe is checked before every flight Independence from other vehicle systems Antenna Receiver Signal processing Power supply Fail Safe Mode Activation criteria If RC comms are lost Sequence of events upon activation Throttle goes to idle Time delay between activation and sequence of events Immediate Parachute Deployment altitude The parafoil is always deployed when it is in flight. Comment [PW20]: Why? It s under a parachute as it flies Comment [AP21R20]: This section is talking about parachutes deployed to slow down the vehicle if it s going to crash not a parafoil which is used for actual flight. I can add in our parafoil specs, but doing so in this section might give the wrong impression.

14 Impact and drift rate Rate of descent at max weight 250ft/min Deployment limitations The parafoil is always deployed when it is in flight Altitude The parafoil is always deployed when it is in flight Airspeed Depends on GTOW. For typical GTOW, assume 23 knots Attitude Straight and level for normal flight Weight-on-gear inhibit Testing Status telemetry to ground Engine shutoff Requirement Failure of engine shutdown Can propeller cut shroud line? 5.14 Ditching Criteria Pilot and GCS will always attempt to land vehicle Pre-planned locations Selection and criteria Vehicle will only be flown above the approved area above the runway and taxiways, away from any populated area Free of population See Attainable from any point in flight path Ideal ditching spot may not be reachable in unpowered flight if wind conditions are not favorable Collision Avoidance Describe procedures utilized for collision avoidance, including UAS response time to flight change commands. Aircraft will be flown in VFR conditions while remaining in LOS of pilot. The pilot alone will be responsible for avoiding collisions. Remain below 1000 ft. AGL Airspace See Exclusive or shared See Compatibility with other aircraft or missions See Risk reduction to other aircraft Comment [PW22]: You have all of this info

15 See Manned aircraft communication VHF Radio will be available for pilot or GCS use Flight Routes Consideration of published standard approaches and departures Aircraft will not operate in areas where it would pose a hazard to manned aircraft Standoff distances Densely populated areas UAS will not fly over densely populated areas Hazardous sites UAS will not fly over hazardous sites Civilian airfields UAS will not fly over civilian airfields (other than airfield being used for testing) Planned into return home mode DSA Collision Prevention Markers (lights, strobes, TCAS, bright paint) Loss of IFF Procedure Notification of ground operator Chase Aircraft Standoff distance Continuous surveillance and procedure if lost Communications between UAS, chase pilot and ground safety 5.16 In the Event of a Crash: Could a crash cause a fire? Yes 6.0 Ground Support 6.1 Ground control stations (GCS) - Please describe the ground stations involved in the UAS operations. Include mission control stations, launch/recovery stations and payload control stations as appropriate. For each GCS list: Function of station The GCS will display and record real-time telemetry from the UAS, including position, airspeed, heading, and altitude (AGL) and will also allow a ground operator to control, initiate, and terminate autonomous flight Desired placement location (i.e., in hangar, on runway) A clear line of sight must exist between the GCS radio modem and the UAS radio modem antenna. This requirement will most likely necessitate that the GCS be set up somewhere on the runway or tarmac

16 6.1.3 Power and infrastructure requirements The GCS requires a 120V power source What happens if power is lost? The GCS laptop will continue running, but the data link between it and the UAS will be severed due to loss of power of the radio modem. 6.2 Logistics Support - For each item below, please list exact requirements and how facility/equipment will be used: Hangar facilities (in square feet) Office space Telephone requirements (number of lines) Computer equipment (number of workstations, printers, internet access) Internet access preferred, but not required Handheld communications (number of units and channels required) GCS and designated ground observer must be capable of talking to each other via radio Fuel Access to mid/high octane gas desirable, but not required Tow/support vehicles Portable generators Will be required if GCS has no other means of accessing 120V power Classified handling/security provisions 7.0 Configuration Management All changes to the UAS will be logged. Any changes to the UAS will be evaluated by Site Operator to determine if the airworthiness statement is still valid. Logos will provide change logs and maintenance updates to the platform as they are released. This is to notify the PIC and NUAIR of any operational changes that will also be reflected within the checklist and flight operations manual. These changes will be discussed with the PIC/NUAIR if they affect any flight characteristics of the platform. 8.0 Air Traffic Service Provider Coordination/Communication A specific plan for the Site Operator communicating with the controlling and adjacent Air Traffic Service providers will include contingency plans, phone numbers and any other pertinent information as designated by the parties involved. Formatted

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