Bridging integration THOMPSON WIMMER THE. Unmanned aircraft SyStem test Site/airport GUide STRENGTH INNOVATION

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1 THOMPSON WIMMER THE STRENGTH OF INNOVATION Bridging integration Bridging integration Unmanned aircraft SyStem test Site/airport GUide Distribution Restriction: Proprietary Information Release Statement IAW Company Privacy Policies

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3 Foreword As one of the founders and the chief executive officer for Thompson-Wimmer, Inc., I am pleased and expressly thankful to my cohorts, collaborators and our UAS team for their supporting role in the publication of this comprehensive document. We contemplated various ways to share our knowledge and experience with the world, and with certainty we understand progress happens when knowledge is shared with tomorrow s innovators. We are committed to the implementation of best practices for the future of unmanned aviation. Our team is impassioned with a vision to integrate unmanned aviation systems into smart commercial applications that will greatly benefit mankind. We have been intimately involved in pioneering unmanned aviation efforts and have been in the trenches since This technology is challenging the commercial culture as we know it; unfamiliarity with unmanned systems can be exhilarating yet intimidating. Therefore, we must look to those who have the knowledge, experience and expertise to inspire innovation and deliver a safe and comprehensive transition. It takes sound leadership to apply the motivation, ideas, talents and technology for a sustained market commitment and our team is leading the way. By publishing our UNMANNED AIRCRAFT SYSTEMS TEST SITE/AIRPORT GUIDE, we hope to add some valuable structure to how business is done within this arena. Our guide is available to individuals, companies, universities and public entities. Although it is not a one size fits all solution, it is a proven method for effective integration of unmanned aircraft. Other publications include our Operator Training Standards Guide, Maintenance Standards Guide and Unmanned Flight Safety Guide. Look for these valuable resources available from Thompson-Wimmer, Inc. Trish Thompson, Chief Executive Officer THOMPSON WIMMER THE STRENGTH OF INNOVATION Foreword i

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5 A Word from the President Unmanned aircraft systems are attracting the attention of global industry leaders who are beginning to recognize the capabilities this technology affords in increased productivity and reduced costs compared to manned aircraft fleets. Unmanned aircraft are proven game-changers in military operations, and they have demonstrated their viability within certain industry sectors over the last decade through comprehensive testing. However, missing elements within this new era of unmanned aviation are relevant research, analytics, and technology integration roadmaps unmanned aircraft technology leaders are demanding. It is imperative to have a team of experts with whom to collaborate for optimal design choice, successful platform integration, elimination of acquisition risks, and to ensure performance, productivity, and costs are most advantageous. Thompson-Wimmer, Inc. has been partnering with government agencies and the private sector to ensure this technology matches realistic expectations, provides best practices, and mitigates or eliminates safety concerns. Since 1992, our team has been industry experts; from training, integration, testing, air traffic control, and concepts of operations development, we have been helping define the how to. We are the creator of the UAS Industry Integration Program that applies concepts of operations to platform selection. A concept of operations effectively assesses quantitative and qualitative characteristics of a proposed unmanned platform system for the customer. Thompson-Wimmer will continue to explore the extraordinary solutions unmanned aircraft offers to the global culture and economy. We welcome the opportunity to discuss an organization s vision of incorporating unmanned aircraft into its portfolio to smartly forge forward in today s marketplace. Brian Wimmer, President THOMPSON WIMMER THE STRENGTH OF INNOVATION 500 E. Fry Blvd. Ste. M-1 Sierra Vista, AZ (520) brian.wimmer@thompsonwimmer.com A Word from the President iii

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7 Disclaimer This guide is designed to provide general information regarding Unmanned Aircraft System (UAS) test sites and airports only. It is a general guide and not intended as a whole and definitive source for UAS operations. It does not contain, nor is it intended to contain, all information on all UASs. This publication does not supersede Federal Aviation Administration documents or procedures or those published by avionics or aircraft manufacturers, flight schools or aircraft operators. It should not be used as legal counsel or advice. The information contained herein is current as of the date of publication; however, the user is solely responsible for updating information, content, methodologies, concepts and so on as the unmanned aircraft industry progresses. As the corporate author and publisher of this guide, Thompson-Wimmer, Inc. shall not be liable or responsible for any damages or losses occurring directly or indirectly from the use of this guide by any individual or entity, whether damages or losses are actual or alleged. Disclaimer v

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9 Unmanned Aircraft Systems Test Site/Airport Guide Table of Contents PAGE FOREWORD i A WORD FROM THE PRESIDENT iii DISCLAIMER v TABLE OF CONTENTS vii GLOSSARY G-1 REFERENCES R-1 Chapter 1 AIR TRAFFIC CONTROL PROCEDURES Instrument Flight Rules and Visual Flight Rules Operating Under Instrument Flight Rules Class A Airspace Class B Airspace Class C Airspace Class D Airspace Class E and G Airspace En Route/Terminal Radar Approach Control Lost Link Procedures Observer Requirements Observer Qualifications Chase Aircraft Operations System Considerations Operational Requirements Accident and Incident Notification and Investigation 1-8 Appendix A LETTER OF AGREEMENT A-1 A-1 Purpose A-1 A-2 Cancellation A-1 A-3 Scope A-1 A-4 Procedures A-1 A-5 Lost Link Procedures A-2 A-6 Other In-Flight Emergencies A-2 A-7 References A-3 A-8 Attachments A-3 A-9 Exceptions A-4 A-10 Emergency Operation Profile Flight Plans A-4 Appendix B SEGREGATION PROCEDURES B-1 B-1 Purpose B-1 B-2 Cancellation B-1 B-3 Scope B-1 B-4 Definitions B-1 B-5 Procedures B-2 Appendix C OPERATIONS PERSONNEL QUALIFICATIONS C-1 C-1 Purpose C-1 C-2 Cancellation C-1 Table of Contents vii

10 C-3 Scope C-1 C-4 Procedures C-1 PAGE Appendix D CONTINGENCY PLANNING LIMITATIONS D-1 D-1 Point Identification D-1 D-2 Risk Mitigation Plans D-1 Exhibits Exhibit A-1. Sample Emergency Operations Plan A-5 Tables Table A-1. Operation Contact Profile A-4 Table A-2. Canal Corridor A-4 Table A-3. Final Hold/Loiter A-4 Table B-1. Pattern Transit B-2 Table B-2. In-flight Emergency Call Outs B-3 Table B-3. Lost Link Call Outs B-3 Table C-1. Pilot-in-Command Certificate Requirements C-2 Table C-2. Visual Observer Training Minimums C-4 viii Unmanned Aircraft System Test Site/Airport Guide Thompson-Wimmer, Inc. s (520) s accounts@thompsonwimmer.com

11 INTRODUCTION This document prescribes procedures for the planning, coordination and services involved in the operation of Unmanned Aircraft Systems (UASs) at test sites and within various airspaces. Issuance and/or updates of Certificates of Authorization (COAs), Special Airworthiness Certificates (SACs), Federal Aviation Regulations (FARs), notices and applicable guidance will mandate updates to this guide. It is recommended Unmanned Aircraft (UA) activities follow the policy, criteria and procedures outlined herein and in other applicable air traffic publications. If a contradiction arises, a clarification must be obtained in accordance with specific test site/airport compliance. Procedures and minima, applied jointly or otherwise, may require the cooperation or concurrence of more than one facility or organization and should be documented in a Letter of Agreement (LOA) (see Appendix A). It is recommended any minima specified in an LOA should not be less than identified herein. OPERATIONS Chapter 1 AIR TRAFFIC CONTROL PROCEDURES 1-1. UAS Instrument Flight Rules and Visual Flight Rules All UAS operations outside active aviation restricted/warning/sensitive Security Information (SSI) airspace, or approved prohibited areas, must be conducted in Visual Meteorological Conditions (VMC) if using ground or airborne Visual Observers (VOs). In addition, the following weather requirements apply: a. When flying using Instrument Flight Rules (IFR), remain clear of clouds. This requirement does not relieve the Pilot-in-Command (PIC) from following Air Traffic Control (ATC) clearance. According to FAR 91.3, the PIC is the final authority as to the operation of the aircraft. b. When flying using Visual Flight Rules (VFR), maintain FAR VFR cloud clearances except in Class G airspace when Class E airspace visibility requirements must be applied (not less than 3 Statute Miles [SMs] in-flight visibility). c. Special VFR is not permitted. d. Chase aircraft must comply with 5 SM in-flight visibility restrictions Operating Under Instrument Flight Rules While operating on an instrument flight plan, the following must exist, be completed or be complied with: a. The PIC must hold a current instrument rating or a Federal Aviation Administration (FAA)-recognized equivalent. b. The aircraft s airworthiness signature statement for flight release (not airworthiness document) must state it is an IFR flight and must show all equipment required for IFR operations is certified and working. This includes transponder and pilot-static checks. c. Applicable navigation databases and charts must be current and available to the UAS pilot. d. An IFR flight plan must be filed. e. An ATC clearance must be obtained and all clearances must be followed. f. Direct two-way radio communication between the UAS pilot and ATC must be established and maintained. A communication relay through the aircraft may be required. g. Alternate communication capabilities with ATC for the purpose of lost link and/or lost communication must be designated and operational during all phases of flight. h. The UAS must be equipped with a certified operating Mode C transponder. i. ATC radar services should be obtained throughout the portion of the flight in Class A airspace whenever possible. Overwater non-radar operations may be allowed under the special provisions section. j. All operations outside Class A airspace (in active restricted, prohibited or warning areas, or within SSI airspace designated for aviation use) must remain clear of clouds. If operating under IFR, to comply with this provision, the PIC must have an ATC clearance to deviate. According to FAR 91.3, the PIC has final authority and retains full responsibility for the operation of the aircraft. k. VOs are not required in Class A airspace unless stipulated in the COA/SAC. Chapter 1 Air Traffic Control Procedures 1-1

12 1-3. Class A Airspace Observers are not normally required in Class A airspace. All UASs must be operated under IFR and must be on an instrument flight plan. UAS operations approved for Class A must comply with FAR Class B Airspace Class B UAS operations are currently not authorized. On a case-by-case basis, the FAA may consider exceptional circumstances. UAS operations must not impede, delay or divert other Class B operations Class C Airspace UAS operations approved for Class C must comply with FARs and and must not impede, delay or divert other Class C operations. Operations in Class C airspace require: a. Strict compliance with the provisions of the COA/SAC. b. Clearly defined lost link procedures. Lost link procedures will be pre-coordinated with the appropriate ATC facility and included in the COA/SAC. At a minimum, they will include lost link route of flight, transponder use, lost link orbit points, communications procedures and preplanned Flight Termination Points (FTPs) in the event recovery of the UAS is not possible. c. Squawking code 7600 in the event of lost link (if equipped with a transponder). d. Direct two-way radio communications with ATC and the UA pilot. e. Compliance with ATC instructions for arrivals, departures and operations throughout the flight. f. Pilots/observers to have an appropriate FAA medical certificate or military/agency equivalent. g. Non-concurrent or separate UAS operations in the presence of manned aircraft unless approved segregation procedures are written in an LOA with the associated ATC facility. These procedures must also be included in the COA/SAC. h. No visual separation by the pilot. i. UA pilots and observers be responsible for only one UA at a time. j. UA operations not impede, delay or divert manned aircraft operations. k. UA operations not be conducted over populated areas. l. Safety alerts be issued in accordance with current FAA orders. m. All operations be conducted under VMC. (Specail VFR procedures are not permitted.) n. A certified operating Mode C transponder be used. o. Operations comply with mitigations identified in the FAA-approved safety analysis. p. A Notice to Airman (NOTAM) be issued by the proponent Class D Airspace UAS operations approved for Class D must comply with FAR UAS operations must not impede, delay or divert other Class D operations. UA operators using Class D airspace must comply with the following FAA requirements: a. Strict compliance with the provisions of the COA/SAC is required. b. Lost link procedures must be clearly defined. Lost link procedures will be pre-coordinated with the appropriate ATC facility and included in the COA/SAC. At a minimum, they will include lost link route of flight, transponder use, lost link orbit points, communications procedures and pre-planned FTPs in the event recovery of the UAS is not practicable. c. In the event of lost link, the UA must squawk code 7600 if equipped with a transponder. d. Direct two-way radio communications with ATC and the UA pilot is required at all times. e. Compliance with all ATC instructions is required. f. Dedicated ground/chase aircraft observers are required for all UA flights. A UA pilot may not perform concurrent observer duties. g. Pilots/observers must have an appropriate FAA medical certificate or military/agency equivalent. h. Pilots must not conduct concurrent or simultaneous UAS operations in the presence of manned aircraft unless approved segregation procedures are written in an LOA and included in the COA/SAC. i. Visual separation by the pilot is not allowed. j. UA pilots and observers must be responsible for only one UA at a time. k. UA operations must not impede, delay or divert manned aircraft operations. l. UA operations must not be conducted over populated areas. m. All UA operations must be conducted during daylight hours unless authorized in the COA/SAC. n. All UA operations must be conducted under VMC. o. Special VFR procedures are not authorized. p. A NOTAM must be issued by the proponent. q. For public aircraft, an LOA between the affected ATC facility and the proponent describing UAS segregation procedures may be required. r. Segregation procedures should be incorporated into the operating limitations for civil aircraft. 1-2 Unmanned Aircraft System Test Site/Airport Guide Thompson-Wimmer, Inc. s (520) s accounts@thompsonwimmer.com

13 1-7. Classes E and G To ensure separation from other aircraft, Department of Defense (DoD) UASs that have been authorized by the Class G section of the DoD/FAA Memorandum of Agreement must remain within clear visual range of the pilot or a certified observer in ready contact with the pilot. If there is an operating ATC tower, Class D rules may apply. UAS operations approved for Class E airspace must comply with FAR Class G UAS operations must comply with FAR UA operators using Class E and G airspace must comply with the following FAA requirements: a. UAS operations must not impede, delay or divert other Class E operations. b. Strict compliance with the provisions of the COA/SAC is required. c. Lost link procedures must be clearly defined. Lost link procedures will be pre-coordinated with the appropriate ATC facility and included in the COA/SAC. At a minimum, they will include lost link route of flight, transponder use, lost link orbit points, communications procedures and preplanned FTPs in the event recovery of the UAS is not possible. d. In the event of lost link, the UA must squawk code 7600 if equipped with a transponder. e. When required in the COA/SAC, the UA must maintain direct two-way radio communications with ATC. e. Compliance with all ATC instructions, if issued, is required. f. Dedicated ground/chase aircraft observers are required for all UA flights. Pilots may not perform concurrent observer duties. g. Pilots/observers must have an appropriate FAA medical certificate or military/agency equivalent. h. Pilots must not conduct concurrent or simultaneous UAS operations in the presence of manned aircraft unless approved segregation procedures are written in an LOA with the affiliated ATC facility and are included in the COA/SAC. i. The UA pilot shall not use visual separation in the airport traffic pattern. j. UA pilots and observers must be responsible for only one UA at a time. k. UA operations must not have an adverse impact on manned aircraft operations. l. UA operations must not be conducted over populated areas. m. All UA operations must be conducted during daylight hours unless authorized in the COA/SAC. n. Safety alerts will be issued in accordance with current FAA guidelines. o. All operations must be conducted in VMC. p. A NOTAM must be issued by the proponent. q. For public aircraft, an LOA between the affiliated ATC facility and the proponent describing UAS segregation procedures may be required. r. For civil aircraft, segregation procedures should be incorporated into the operating limitations En Route/Terminal Radar Approach Control UA flights in en route and Terminal Radar Approach Control airspace must be divided into two segments Flights below Flight Level (FL) 180 and Flights above 18,000 feet Mean Sea Level (MSL) to FL 600, Class A airspace. a. Flight Below FL 180, Including Class E and G Airspace, Without a Control Tower 1. Maintain strict compliance with the provisions of the COA/SAC. 2. Clearly define and adhere to lost link procedures. 3. The UA must squawk code 7600 in the event of lost link if equipped with a transponder. 4. Two-way communications with the UA pilot is required at all times unless otherwise directed in the COA/SAC. 5. Comply with all ATC instructions. 6. Observers are required. Depending upon the altitude of the UA operation, ground observers may be used. 7. Chase aircraft acting as observers may be required. 8. A dedicated chase pilot and/or a dedicated observer may be required. 9. Pilots/observers must have an appropriate FAA medical certificate or military/agency equivalent. 10. In the airport traffic pattern, the UA pilot is not authorized to use visual separation, accept a clearance for a visual approach, or accept clearance to follow another aircraft. 11. UA operations must not be conducted over populated areas. 12. If installed, lights must be operational. Night operations must have, at a minimum, operational lights that include anti-collision and navigation lights. 13. Safety alerts will be issued in accordance with the most recent FAA orders. 14. All operations must be conducted in VMC. 15. Operations may be conducted on an IFR flight plan or VFR. Chapter 1 Air Traffic Control Procedures 1-3

14 16. If operating IFR, a flight plan must be filed and followed once clearance is received. 17. An operating Mode C transponder must be used unless exempted by the COA/SAC. 18. The COA/SAC may limit the number of UA operating in a specific area. 19. Operations in military areas and restricted areas require approval from the using agency. 20. A NOTAM must be issued by the proponent. b. Flight Above 18,000 feet MSL to FL 600, Class A Airspace 1. The UA pilot must have direct two-way communications with each air traffic controller working the aircraft. 2. Pilots/observers must have an appropriate FAA medical certificate or military/agency equivalent. 3. Standard IFR separation will be applied unless noted in the COA/SAC. 4. UA operations must not impede, delay or divert manned aircraft operations. 5. UA operations must not be conducted over populated areas except where the level of airworthiness allows. 6. Safety alerts will be issued in accordance with current FAA orders. 7. All operations will be conducted on an IFR flight plan. 8. An operating Mode C transponder must be used. 9. The UA should operate below or above Reduced Vertical Separation Minimum (RVSM) altitudes unless it is RVSM-certified. The air traffic controller has the discretion to request military non-rvsm-equipped UA in RVSM airspace. 10. Descent below 18,000 feet MSL in Class D, E or G airspace without VOs is not authorized. 11. The pilot must be qualified for manned IFR flight. 12. Whenever possible, the UA must enter Class A airspace from active restricted airspace. If restricted airspace is not available, a chase aircraft with a dedicated observer must be used until the UA has reached Class A airspace. 13. Lost link procedures must be clearly defined. Lost link procedures will be precoordinated with the appropriate ATC facility and included in the COA/SAC. At a minimum, they will include lost link route of flight, transponder use, lost link orbit points, communications procedures and pre-planned FTPs in the event recovery of the UAS is not feasible. Note: In all classes of airspace, a COA/SAC is required for UA flights outside of active restricted or warning areas. The COA/SAC will contain additional requirements and compliance is mandatory Lost Link Procedures There are many acceptable approaches to satisfy lost link requirements. The intent of any lost link procedure is to ensure airborne operations remain predictable. Proponents will comply with the UAS lost link procedures as specified in the COA/SAC. a. Unless otherwise authorized, lost link solutions must comply with the last ATC clearance (if ATC clearance is required) for a period of time sufficient for ATC to ensure conflict resolution without the loss of required separation. b. Lost link procedures are pre-coordinated by AFS-80 with the appropriate ATC facility and included in the COA/SAC. They include, at a minimum, lost link route of flight, transponder use, lost link orbit points, communications procedures and pre-planned FTPs or other contingency planning measures in the event recovery of the UAS is not practicable. c. If lost link occurs within a restricted area, warning area or Class A airspace, or lost link procedure takes the aircraft into one of these areas, the aircraft will not exit that airspace until the link is re-established unless otherwise authorized. All exceptions will be submitted as part of the COA/ SAC application to AFS-80 for review. d. Unless otherwise authorized, lost link procedures will conform to the Contingency Planning Limitations at Appendix D which generally include the following: 1. Limit UAS operations to operations over water or to sparsely populated areas in order to transit to another restricted area, warning area or to a pre-planned lost link orbit point within Visual Line-of-Sight (VLOS) to re-establish a link. The UAS lost link procedure will not include transit over fixed structures on the water. 2. Lost link programmed procedures will avoid unexpected turn-around and/or altitude changes and will provide sufficient time to communicate and coordinate with ATC. 3. Lost link orbit points will not be contained within any published holding area, airway, 1-4 Unmanned Aircraft System Test Site/Airport Guide Thompson-Wimmer, Inc. s (520) s accounts@thompsonwimmer.com

15 jet route, T route or other published navigation route. e. If the link is not re-established within a pre-determined time as defined by the FAA-approved COA/SAC, the aircraft may: 1. Autoland; however, the aircraft will not exit the airspace in which it is authorized to conduct operations. 2. Proceed to another Lost Link Point (LLP) in an attempt to regain the communication link. 3. Proceed to an FTP or the location specified in other contingency planning measures for flight termination. LLPs may be used as FTPs. In this case, the aircraft may loiter at the LLP/FTP until link is re-established or power source (fuel/battery) exhaustion occurs. 4. UASs without autoland capability will proceed to a pre-planned FTP or other acceptable contingency planning option prior to power source (fuel/battery) exhaustion Observer Requirements VFR UAS operations may be authorized using either ground-based or airborne VOs on board a dedicated chase aircraft. A VO must be positioned to assist the PIC and exercise the see-and-avoid responsibilities required by FARs , , and by scanning the area around the aircraft for potentially conflicting traffic. He must also assist the PIC with navigational awareness. VOs must: a. Assist the PIC in preventing the aircraft from operating beyond the VLOS limit. b. See the aircraft and the surrounding airspace sufficiently to assist the PIC in determining the UA s proximity to all aviation activities and other hazards such as terrain, weather or structures. c. Exercise effective control of the UA, comply with FARs , , and , prevent the UA from creating a collision hazard and inform the PIC before losing sufficient visual contact with the UA or a previously sighted collision hazard. This distance is predicated upon the observer s normal vision. (Corrective lenses, spectacles and contact lenses are permitted.) d. Cautiously use aids to vision to ensure the aircraft remains within normal VLOS. (Aids to vision do not include corrective lenses or contact lenses.) Aids to vision such as binoculars, field glasses, night vision devices and telephoto lenses may pose field-of-view and distortion issues. They are only allowed for augmentation of the observer s visual capability and they cannot be used as the primary means of visual contact. e. The responsibility of ensuring flight safety and adequate visual range coverage to avoid any potential collisions remains with the PIC. The PIC for each UAS operation must identify a location from which the observer will perform duties. This location should be selected to afford the best available view of the entire operational area. f. Daisy-chaining of observers to increase operational distance is not normally approved; however, a proponent may provide a safety case for daisy-chaining by demonstrating an acceptable level of risk to the National Air Space (NAS). g. Observers must be in place 30 minutes prior to night operations to ensure dark adaptation Observer Qualifications (Appendix C) All observers must have an understanding of applicable airspace FARs. Observers are considered crew members. Observers must not perform crew duties for more than one UAS at a time. Observers are not allowed to perform concurrent duties both as a UAS pilot and as an observer. a. All observers must have a valid FAA second-class medical certificate issued under FAR Part 67; an FAA-recognized equivalent is an acceptable means of demonstrating compliance. The second-class medical certificate expires at the end of the last day of the twelfth month after the month of the date of the examination shown on the medical certificate. FAR or an FAArecognized equivalent applies to all UAS crew members. b. Observers must effectively communicate to the pilot any information necessary to remain clear of conflicting traffic, terrain and obstructions. He must maintain proper cloud clearances and provide navigational awareness. c. Observers assist pilots in complying with the requirements of Title 14, Code of Federal Regulations (CFRs): 1. FAR , Operating Near Other Aircraft 2. FAR , Right-of-Way Rules: Except Water Operations 3. FAR , Right-of-Way Rules: Water Operations 4. FAR , Basic VFR Weather Minimums 5. Air Traffic and Radio Communications, including the use of approved ATC/pilot Chapter 1 Air Traffic Control Procedures 1-5

16 phraseology 6. Appropriate sections of the Aeronautical Information Manual Chase Aircraft Operations The Chase Aircraft: a. Must remain at a safe distance from the UA to ensure collision avoidance if a malfunction occurs. b. Must remain close enough to the UA to provide visual detection of any conflicting aircraft and communicate any hazards to the PIC. c. Must remain within radio control range of the UA in case pilot operation from the chase aircraft is necessary to maintain appropriate signal coverage for flight control or activation of the FTP. d. May be required to communicate with appropriate ATC facilities based on the proponent s application or operations profile. e. Is not required by FAA in active restricted, warning area or approved prohibited airspace designated for aviation use. f. Is not required for optionally piloted aircraft if a qualified VO is on board. g. Is not required in Class A airspace unless stipulated in the COA/SAC. h. Operations must be conducted in accordance with the special provisions listed in the approved COA/SAC. i. Must comply with 5 SM in-flight visibility restrictions. The Pilot/Observer: a. Will not concurrently perform either observer or UAS pilot duties along with chase pilot duties unless otherwise authorized. b. Must maintain direct voice communication with the UAS pilot. c. Will immediately notify ATC if they are using a non-standard formation when operating in a formation flight. Non-standard formations must be pre-approved by ATC. Proponents must adhere to the current edition of FAA Order JO as applicable. (Refer to FAA Order JO for definitions of standard and non-standard formations.) d. Will not conduct operations in instrument meteorological conditions. e. Will ensure operations are thoroughly planned and briefed. f. Must be notified immediately along with ATC during a lost link situation. The chase pilot will report to ATC that the UA is performing planned lost link procedures or if deviations are occurring. g. Will ensure safe separation with the UA. The pilot/observer must immediately notify ATC and the UA PIC of loss of visual contact with the UA by both the chase pilot and observer when such contact cannot be promptly re-established. The UA PIC will either execute lost link procedures to facilitate a rejoin, recover the UA or terminate the flight as appropriate System Considerations a. Traffic Alert and Collision Avoidance Systems have not been validated as an acceptable alternative for see-and-avoid requirements for UASs and is not an approved means of mitigation for see-and-avoid requirements or strategies. b. Onboard cameras and sensors positioned to observe designated points on the ground have demonstrated some capability. However, their use in detecting airborne operations for the purpose of segregation is still quite limited. To date, these types of systems have not been approved as a sole mitigation in the see-and-avoid risk assessment. c. Any equipment proposed for use on UA to accomplish the function of see-and-avoid in lieu of VOs must: 1. Be certified as approved aircraft equipment or a system which meets aircraft installation and performance standards, requirements and processes by a recognized airworthiness authority, and 2. Meet the requirements of 14 CFR Part 25, FAR or an equivalent process for any UAS installation regardless of its size, performance or maximum takeoff weight. d. For other equipment not proposed for use in meeting see-and-avoid requirements, FAR or an equivalent process should be used. e. It is the proponent s responsibility to show the contemplated standards, requirements and processes meet an equivalent level of safety. f. If special types of radar systems or other sensors are utilized to mitigate risk, the proponent 1-6 Unmanned Aircraft System Test Site/Airport Guide Thompson-Wimmer, Inc. s (520) s accounts@thompsonwimmer.com

17 must provide supporting data which demonstrates the following can be accomplished safely: Both cooperative and non-cooperative traffic can be detected and tracked to ensure separation and collision avoidance, the proposed system can effectively mitigate a potential collision, operators are suitably trained and equipped to use them effectively and procedures are in place for the PIC to effectively use the data Operational Requirements Unless operating in an active restricted, warning area or approved prohibited area designated for aviation use, the UAS pilot must establish and maintain direct two-way radio communication with appropriate ATC facilities anytime: a. The aircraft is being operated in Class A or D airspace (FAR or FAR ) or when required in Class E and G airspace (FAR or FAR ). b. The aircraft is being operated under IFR. c. It is stipulated under the provisions of any issued COA/SAC. Note: It is preferred that communications between the UAS pilot and ATC be established through onboard radio equipment to provide a voice relay. For IFR flight, this method of transmission is required. d. Inter-Communications Requirements Any VO, sensor operator or other person charged with providing see-and-avoid assistance must have immediate communication with the UAS pilot. If a chase aircraft is being utilized, immediate communication between the chase aircraft and the UAS pilot is required at all times. If the UAS pilot is in communication with ATC, monitoring of the ATC frequency by all UAS crew members (pilots, observers, and chase pilots) is recommended for shared situational and navigational awareness. However, unless it is approved for others to do so, the UAS PIC or supplemental pilots are the only crew members who will communicate with ATC. e. Dropping Objects, Expendable Stores or Hazardous Materials If the intended UAS operation includes the carriage, dropping or spraying of aircraft stores outside active restricted or warning area airspace designated for aviation use or approved prohibited areas, the proponent must ensure specific approval is listed in the special provisions. The proponent must also ensure operational risks have been sufficiently mitigated as required by FAR and hazardous material requirements in 49 CFR have been met. Acceptable procedures for hung stores and loss-of-control link while carrying stores must be provided to the FAA. If approved hazardous materials are carried aboard the aircraft, those materials should also be listed in the special provision section of the COA/SAC. f. Flight over Populated Areas Routine UAS operations are prohibited over urban or populated areas except where the level of airworthiness allows. UAS operations may be approved in emergency or national disaster relief situations if the proposed mitigation strategies are found to be acceptable. (See Glossary for the definition of a populated or urban area.) g. Flight over Heavily Trafficked Roads or Open-Air Assemblies of People Avoid UAS operations in these areas except where the level of airworthiness allows. If flight in these areas is required, the proponent must propose mitigations using supporting system safety cases indicating operations can be conducted safely. Acceptable system safety cases must include information indicated in FAA N , Appendix B. It is the proponent s responsibility to demonstrate mitigation of any risk of injury to persons or property along the flight path. UASs with performance characteristics that impede, delay or divert other air traffic operations may be restricted in their operations. Refer to FAA Advisory Circular and FAA Order , current editions. h. ATC Visual Approach Clearances The UAS PIC must not accept a visual approach clearance, an instruction to follow another aircraft by visual means or a clearance to maintain visual separation. i. In-Flight Emergencies 1. The PIC will notify ATC of any in-flight emergency or aircraft accident as soon as Chapter 1 Air Traffic Control Procedures 1-7

18 practical. 2. The PIC will notify ATC of any loss of control link as soon as practical. Loss of control link scenarios may be handled by ATC as an emergency. j. Autonomous Operations Although it is possible to have a completely manual (direct pilot intervention) UAS, the majority of UASs are autonomous to a certain degree. Only those UASs which have the capability of direct pilot intervention will be allowed in the NAS outside of active restricted or warning areas designated for aviation use or approved prohibited areas. Because the pilot may be technically considered out-of-the-loop in a lost link scenario, this restriction does not apply to UASs operating under lost link. k. UAS Night Operations 1. UAS operations may occur within Class A, B, C, D, E or G airspace during daylight hours unless otherwise authorized. Night operations may occur in active aviation restricted or warning areas, Class A airspace or approved prohibited areas. a) Night operations may be considered if the proponent provides a safety case and sufficient mitigation to avoid collision hazards at night. b) UAS night operations are those operations that occur between the end of evening civil twilight and the beginning of morning civil twilight as defined in the American Air Almanac (see Glossary). This is equal to approximately 30 minutes after sunset until 30 minutes before sunrise, except in Alaska. To ensure pilots and observers adequately adapt to darkness, they must be in place 30 minutes prior to night operations. l. Operations from Off-Airport Locations In most cases, an off-airport location should be situated no closer than 5 nautical miles from any airport or heliport. The operational areas, including the launch and recovery zones, should be free from obstructions. Reasonable efforts should be made to keep operations away from structures Accident and Incident Notification and Investigation The current edition of FAA Order ( Aircraft Accident and Incident Notification, Investigation, and Reporting ) and 49 CFR Part 830 of US Code Title 49 outlines reporting procedures for accidents and incidents involving civil aircraft and certain public aircraft. All accidents and incidents involving fatalities, injuries, property damage and fly-away by civil aircraft and those public aircraft subject to Part 830 require FAA notification within 24 hours. No additional flights are allowed by those aircraft under this COA before notification. An immediate investigation is required, and when requested to do so, UAS proponents are expected to provide copies of written aircraft accident/ incident reports to FAA AFS-80 for review. In accordance with 49 CFR Part 1520 and FAR , reports will not be released outside of government channels without originator permission. 1-8 Unmanned Aircraft System Test Site/Airport Guide Thompson-Wimmer, Inc. s (520) s accounts@thompsonwimmer.com

19 A-1. A-2. A-3. A-4. NOTICE This appendix is offered as an example only. It may or may not be applicable for a specific test site or airport. It is offered as good practice in the absence of any developed air traffic control procedures. The Federal Aviation Administration may dictate specific requirements within its approval documentation to operate at a specific test site or airport. Appendix A LETTER OF AGREEMENT Subject: Unmanned Aircraft (UA) Entering and Exiting (test site/airport name) and (applicable airspace) Effective date: To Be Determined (TBD) (proponent inserts date) Purpose To establish Air Traffic Control (ATC) procedures to safely operate civilian UAs conducting Unmanned Aircraft System (UAS) flight operations within (test site/airport name) Class (?) airspace and (add any additional requirements for flight). Cancellation NONE (OR the issuance and/or updates of Certificates of Authorization [COAs]/Special Airworthiness Certificates [SACs], Federal Aviation Regulations [FARs], notices and applicable guidance will mandate the updating of this document which should be suspended until such changes are incorporated and a revised document issued.) Scope The responsibilities and procedures described in this LOA are applicable to (parties involved in flight) and (test site/airport name) ATC. Procedures a. General While operating at (test site/airport name), (UAS name) UA ground and flight operations shall be conducted in accordance with ATC procedures at Appendix B, Title 14, Code of Federal Regulations (CFR) Parts and , other appropriate subparts of 14 CFR Part 91, the approved Federal Aviation Administration (FAA) COAs/ SACs and other applicable regulations. b. Controlled Site/Airspace (Delete if at uncontrolled site/airspace.) 1. Taxi and Departure Procedures (a) Ground Taxi and Rolling Departure UAS: (UAS name) UA operator shall contact (name) tower on the applicable VHF frequency with current Automatic Terminal Information Service (ATIS) information, communicate their intentions and receive taxi and departure clearance information. (b) Launcher-Assisted UAS: (UAS name) UA operator shall contact (name) ATC tower on the correct VHF frequency with current ATIS information, provide flight intentions and receive launch and departure clearance information. (c) Vertical Departure UAS: (UAS name) UA operator shall contact (name) ATC tower on the appropriate VHF frequency with the current ATIS information, communicate their intentions and receive air taxi, takeoff and departure clearance information. EXAMPLE 2. Departure and Traffic Pattern Procedures (a) After departure and climbing through a safe maneuvering altitude, expect a Appendix A Letter of Agreement A-1

20 A-5. A-6. crosswind leg departure and proceed on-course per (name) ATC instructions into the designated airspace sectors or as directed by ATC. (b) Attain (TBD) feet Mean Sea Level (MSL) or maneuver as directed by ATC. (c) Runway intersection takeoffs and landings may be requested and approved by (name) ATC. (d) Touch and go approaches shall be coordinated with (name) ATC. (e) On a missed approach or go around, climb to pattern altitude (TBD) MSL. As soon as practical, state flight intentions and follow tower instructions. (f) Proponents must comply with the current edition of FAA Advisory Circular and Standard Operating Procedures (SOPs) for flight deck crew members (or the FAA-recognized equivalent) to ensure the pilot-in-command implements sterile cockpit procedures. During critical phases of flight and any flight operations in which safety or operations might be compromised by distractions, no crew member may perform any duties not required for the safe operation of the aircraft. 3. Emergency Procedure Training (a) Specific UA procedures can be detailed here if requiring coordination with (name) ATC. (b) (Name) ATC approval is required for any maneuver in controlled airspace that presents a possible conflict/danger to other aircraft. 4. Arrival Procedures The (UAS name) UA operator will contact (name) ATC prior to commencing arrival and descent procedures into Class (?) airspace with the intent of landing at (test site/airport name). Lost Link Procedures Specific UAS lost link procedures will be detailed here to include emergency operations profiles, lost link altitudes, lost link headings, lost link airspeeds and lost link recovery points. a. When a lost link condition occurs, the (UAS name) UA operator shall immediately notify (name) ATC and provide the UA s: 1. Call sign. 2. Pre-programmed UAS squawk 7600 Lost Link Emergency. 3. Altitude. 4. Endurance remaining (expressed in hours and minutes of useable power source [fuel/ battery] remaining to burn out). For example, Nine hours and 22 minutes to burn out. b. The operations coordinator will determine if flight operations can be continued or a return to the airport is necessary in the event a lost link condition occurs and the UA operator regains link control with the UA. The (UAS name) operator will notify (name) ATC of intentions. c. Airborne Emergency Operations Profile (EOP) - Different scenarios exist for lost link procedures depending upon where the UAS is flying when the link with the aircraft is lost. They are detailed in this LOA. 1. Initial Lost Link Altitude (UAS specific data entered here.) 2. Initial Lost Link Heading (UAS specific data entered here.) 3. Lost Link Airspeed (UAS specific data entered here.) 4. Lost Link Recovery Points (UAS specific data entered here.) EXAMPLE d. Ground EOP - Different scenarios exist for lost link procedures depending upon where the UAS is on the ground when link with the aircraft is lost. They are detailed in this LOA. Lost Link Procedure (UAS specific data entered here.) Other In-Flight Emergencies a. Contact (name) ATC. Declare the emergency condition and state flight intentions. b. If landing at (airport name) is possible, inform (name) ATC and follow instructions. c. If landing at (airport name) cannot be accomplished, inform (name) ATC and provide the location or Divert/Contingency Point (DCP) of intended landing. (See paragraph d. below.) d. A DCP is defined as an alternate landing/recovery site to be used in the event of an abnormal A-2 Unmanned Aircraft System Test Site/Airport Guide Thompson-Wimmer, Inc. s (520) s accounts@thompsonwimmer.com