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

2 Unmanned Aircraft System Test Site/Airport Guide Thompson-Wimmer, Inc. s (520) s [email protected]

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) [email protected] 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 [email protected]

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 [email protected]

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 [email protected]

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 [email protected]

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 [email protected]

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 [email protected]

21 A-7. condition that requires a precautionary landing. Each DCP must incorporate a means of communication with ATC throughout the descent and landing (unless otherwise specified in the special provisions), and a plan for ground operations and securing or parking the aircraft on the ground. This includes the availability of control stations with launch and recovery capabilities, communications equipment and an adequate power source to operate all required equipment. Refer to FAA N and Appendix D for details on point identification. 1. The specified DCP will normally be the airport/facility used for launch and recovery during local operations. The proponent may specify additional alternate DCPs if necessary. 2. For transit and/or operations being conducted in Class A or Class E airspace above flight level 600, DCPs no further than one hour of flight time away at any given time will be identified considering altitude, winds, fuel consumption/battery depletion and any other factors contributing to the duration of the flight. If it is not possible to define DCPs along the entire flight plan route, the proponent must identify qualified Flight Termination Points (FTPs) along the route and be prepared to execute flight termination at one of the specified FTPs if a return to base is not possible. 3. The DCP will normally be the airport/facility used for launch and recovery during local operations. The proponent may specify additional alternate DCPs if necessary. It is preferred that specified DCPs are government-owned airports, non-joint use military airports or private-use airports. e. Flight termination procedures are the intentional and deliberate process of performing controlled flight into terrain. Flight termination must be executed in the event all contingencies have been exhausted and further flight of the aircraft cannot be safely achieved or other potential hazards exist that require immediate discontinuation of flight. FTPs or alternative contingency planning measures must be located within power-off glide distance during all phases of flight and must be submitted for review and acceptance. The proponent must ensure sufficient FTPs or other contingency plan measures are defined to accommodate flight termination at any given point along the route. The location of these points is based upon the assumption of an unrecoverable system failure. Altitude, winds and other factors affecting flight parameters must be considered. 1. Unless otherwise authorized, FTPs must be located in sparsely populated areas. Except for on- or near-airport operations, FTPs will be located no closer than 5 nautical miles from any airport, heliport, airfield, airway, populated area, major roadway, oil rig, power plant, navigational aids or any other infrastructure. For offshore locations, the proponent must refer to appropriate US Coast Guard charts and other publications to avoid maritime obstructions, shipping lanes and other hazards. Populated areas are those areas on a Visual Flight Rules Sectional Chart depicted in yellow. They may also be determined from other sources. 2. The proponent may designate any suitable location for review and consideration. 3. The proponent is required to survey all selection areas prior to their designation as FTPs. Each FTP must be reviewed for suitability at least every six months. The proponent assumes full risk and all liability associated with the selection and use of any designated FTP. 4. The proponent should request prior permission from any land owners or using agencies before to the designation of an area as an FTP and should clearly communicate the purpose and intent of the FTP. 5. For each FTP, plans must incorporate the means of communication with ATC throughout the descent and a plan for retrieval/recovery of the aircraft. 6. Contingency planning must include consideration of all airspace constructs and minimize risk to other aircraft by avoiding published airways, military training routes, navigational aids and congested areas if possible. 7. The UA operator must take all necessary action to minimize collateral damage. EXAMPLE References The following documents provide the regulatory guidance under which LOA participants shall perform flight operations: a. COAs/SACs (date) b. FAA N (July 30, 2013 or superseding) c. FAA N JO (July 10, 2013 or superseding) Appendix A Letter of Agreement A-3

22 d. Applicable FARs e. Airworthiness Release # XXXXXXXXXXX (date) f. ATC Procedures at (test site/airport name) while conducting UAS operations (date) g. Appendices C and D A-8. Attachments (List attachments here) A-9. Exceptions Exceptions to the above agreement shall be coordinated and agreed upon by all parties concerned. Table A-1. Operation Contact Profile Name: Name: Name: Chief, Air Traffic Control Airport Manager Title Airport Name Airport Name Organization or Company Signature: Signature: Signature: Date: Date: Date: A-10. Emergency Operation Profile Flight Plans a. The intent of the listed (airport name) Emergency Operations Return Home flight paths/plans is to avoid over-flight of densely populated areas should the (UA name) UA experience a total lost link condition while performing flight operations within (test site airspace) and during lost link procedures noted in A-5 above. The (airport name) Emergency Operations Return Home flight paths/plans will be used to navigate the aircraft to a safe loiter position. The Initial Point (IP) is the first Waypoint (WP) to which the UA will fly after link is lost. b. (Airport name) Emergency Operations Return Home altitudes will be based upon and match ATC clearance. If a block altitude is assigned, the emergency operations altitude will be programmed for the center of the block according to test site SOP. c. EOP plans, while operating within Class (?) airspace, will be set according to the runway being used and the intent of the crew after departure. If the intent is to remain in the pattern, the EOP will be set so the UAS remains at or below pattern altitude until climbing above is safe for participating aircraft. If the intent is to depart the Class (?) airspace, the EOP will be set so the UAS does not return to the departure end of the runway. This will provide predictability and an additional level of safety for participating aircraft. ***SAMPLE EMERGENCY OPERATIONS PLAN FOR REFERENCE ONLY*** 1) If flying Canal Corridor WP1 (IP) WP2 WP3 Table A-2. Canal Corridor N W N, W N, W EXAMPLE 2) Final Hold/Loiter WP4 WP5 WP6 WP7 Table A-3. Final Hold/Loiter N, W N, W N, W N, W A-4 Unmanned Aircraft System Test Site/Airport Guide Thompson-Wimmer, Inc. s (520) s [email protected]

23 Created from Google Maps Exhibit A-1. Sample Emergency Operations Plan EXAMPLE Appendix A Letter of Agreement A-5

24 A-6 Unmanned Aircraft System Test Site/Airport Guide Thompson-Wimmer, Inc. s (520) s [email protected]

25 B-1. B-2. B-3. 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. Subject: UAS Segregation Procedures Appendix B Segregation Procedures Effective Date: To Be Determined (Proponent inserts date) Purpose This document provides information and interim guidance to conduct concurrent or simultaneous Unmanned Aircraft System (UAS) operations in the presence of manned aircraft within the described segregation procedures. It provides uniform Air Traffic Control (ATC) procedures within the (test site/airport name) Class (?) airspace (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 These procedures are supplemental to the procedures in Federal Aviation Administration (FAA) Order JO ( Air Traffic Organization Policy ), FAA N JO ( Unmanned Aircraft Operations in the National Air Space ), and FAA N ( Unmanned Aircraft Systems Operational Approval ). They do not waive ATC procedures specified in the above references unless specifically stated or by special provisions listed in the COA/SAC. a. Pilots must not conduct concurrent or simultaneous UAS operations in the presence of manned aircraft unless segregation procedures are approved and written in a Letter of Agreement in collaboration with the associated ATC facility. These provisions must be included in the COA/ SAC. b. De-confliction of Unmanned Aircraft (UA) and manned aircraft within the (test site/airport name) Class (?) airspace or transit through will be accomplished using segregated patterns and holding points with specific lateral (minimum 1 Nautical Mile [NM]) and vertical (minimum 500 feet) limits. c. (Flight operations personnel) and the (test site/airport name) manager will provide briefings to participating airport users concerning UAS operations at (test site/airport name). The briefing will include lost link procedures, lost communication procedures, emergency procedures, contingency procedures, standard operating procedures and the use of UA zones and UA operating areas. EXAMPLE B-4. Definitions a. Segregation Setting apart from other activities. Segregation is not synonymous with required ATC separation standards; it does not mandate criteria such as lateral, vertical or longitudinal distances. b. Intruder Aircraft Any aircraft operating within the (test site/airport name) Class (?) airspace without two-way radio communications with ATC per FAA Title 14, Code of Federal Regulations (CFR) Part 91. c. UA Zones Published marshaling zones defined by visual or Global Positioning System (GPS) Appendix B Segregation Procedures B-1

26 B-5. reference and used by UA and ATC as airport departure/arrival points. UA zones are also used for lost link and emergency orbit points for UA. d. UA Operating Area Area designated for UA operations within the (test site/airport name) Class (?) airspace. e. UAS Visual Flight Rules (VFR) Holding Points Geographic or GPS-based locations for containing the UAS at a specific location. f. Lost Link Situation in which a UAS pilot/payload operator has lost the ability to provide realtime control of an airborne or grounded UAS. Loss may be permanent or temporary. g. Lost Link Procedures Pre-approved written procedures to be followed in the event of an airborne or on-the-ground lost link. ATC will approve and maintain a copy of all lost link procedures. Lost link procedures may make use of UA zones or UAS VFR holding points. h. Loss of Radio Communications Situation in which the UAS pilot/payload operator loses radio communication with ATC. i. Primary Radio Communications Communications between ATC and the UAS pilot/payload operator on a local ATC tower or UNICOM UHF/VHF frequencies. These radio communications are recorded. j. Alternate Communications Communications made between ATC and the UAS pilot/payload operator on a ground-to-air radio or telephone. The communications are recorded. k. Observer A person responsible for visually assisting the UAS pilot/payload operator in meeting the requirements of FAR , 113 or 115. The observer must relay situations which pose collision hazards. Procedures a. ATC Procedures 1. Description of Aircraft Types Describe UA to other aircraft as unmanned aircraft. 2. Automatic Terminal Information Service Procedures Records information when UAS operations are in effect or have terminated for the day. 3. Light Signals Light signals are only effective when the pilot/payload operator or observer has line-of-sight with the UA. 4. Sequencing and Spacing Application UA pilots cannot be instructed to follow another aircraft. 5. Simultaneous Same Direction All UA will be treated as other aircraft. 6. Same Runway Separation All UA will be treated as Category III aircraft. 7. All UA will be treated as small aircraft for the purpose of applying wake turbulence. 8. Use of visual separation between UA and manned aircraft, or UA and UA, is not authorized. 9. Special VFR is not authorized with UA. b. Development of Departure/Arrival/Operations/Emergency Procedures 1. UA zones and VFR holding points are used as departure and arrival points, lost link orbit points and emergency orbit points and to assist ATC with spacing and sequencing. Specify UA zones (detail here) after site evaluation and coordination with (ATC name) ATC. 2. UA zones will not normally be used as UA operating areas. The UA operating area is the (test site/airport name) Class (?) airspace (segregated from the UA zones which lie in segregated airspace). EXAMPLE c. De-conflict UA arrival and departures from manned aircraft by: 1. Spatial or geographic separation. 2. Holding of manned aircraft during UA arrivals/departures. 3. Holding the UA. 4. Scheduling procedures. d. Pattern/Transit De-Confliction Procedures 1. Segregate the UA from manned aircraft when transiting through the (test site/airport name) Class (?) airspace by: B-2 Unmanned Aircraft System Test Site/Airport Guide Thompson-Wimmer, Inc. s (520) s [email protected]

27 Table B-1. Pattern Transit Altitude (minimum 500 feet vertical separation) Direction of traffic Distance from manned pattern (minimum of 1 NM) 2. All UA will be treated as small aircraft for the purpose of applying wake turbulence. In addition to the requirements of FAA Order JO , ATC will apply the following procedures: (a) Issue cautionary wake turbulence advisories and the position, altitude and direction of flight to the pilot/payload operator of UA landing behind all manned aircraft regardless of weight class. (b) Wake turbulence rules cannot be waived by the UA pilot/payload operator. e. Non-Cooperative/Intruder/Non-Radio Aircraft Procedures ATC will keep the UA pilot/payload operator apprised of any known aircraft activity that may impact operations. ATC should assist the UA pilot/payload operator in ensuring de-confliction by recommending altitudes, providing directions to predetermined points (UA zones) or by having operations cease by landing the aircraft if it does not exacerbate the situation. ATC will broadcast on emergency frequencies when non-cooperative/intruder aircraft are present to expeditiously establish two-way radio communications with the aircraft. Note: All aircraft that do not establish two-way radio communication as per CFR prior to entering a particular class of airspace will be reported to the FAA. f. Emergency Procedures 1. ATC will apply the procedures listed in Chapter 10, Section 1 of FAA Order JO The minimum required information for in-flight emergencies includes: Table B-2. In-flight Emergency Call Outs Aircraft identification and type Nature of the emergency (lost link, equipment failure) Intentions of the UA pilot/payload operator Aircraft altitude/position Fuel/battery remaining in time 2. The safety of manned aircraft will take precedence over unmanned aircraft in an emergency situation. 3. UA within the (test site/airport name) Class (?) airspace will be directed by ATC to land or proceed to the assigned UA zone and hold until further instructions are given by ATC. 4. If primary radio communications between UA pilot/payload operator and ATC are lost, the UA pilot/payload operator or ATC will be notified immediately via a designated alternate communications method. Failure to establish or maintain radio communication between the UA pilot/payload operator and ATC will require termination of UA operations. 5. If lost link occurs, the UA pilot/payload operator will immediately notify ATC with the: EXAMPLE Table B-3. Lost Link Call Outs Time of lost link Last known position Altitude Direction of flight Confirmation of execution of lost link procedures Confirmation the pilot/payload operator have visual contact with UA Appendix B Segregation Procedures B-3

28 Note: UA lost link is an emergency (but crash-rescue services may not be required). 6. In the event of lost link (lost communication between the UA pilot/payload operator and ATC or lost communication between the UA pilot/payload operator and observer), ATC will: (a) Cease aircraft launches until the status of affected UAS is determined. (b) Recover other UA as appropriate. (c) Issue applicable advisories and ATC instructions to ensure the safe operation of all aircraft. (d) Terminate affected UA operations if communications cannot be re-established. 7. If the observer loses visual or situational awareness of the UA, ATC will be notified immediately. If visual observation cannot be established, the flight shall be terminated. EXAMPLE B-4 Unmanned Aircraft System Test Site/Airport Guide Thompson-Wimmer, Inc. s (520) s [email protected]

29 Appendix C Operations Personnel Qualifications Subject: UAS Pilot and Visual Observer Qualification Requirements Effective Date: To Be Determined (Proponent inserts date) C-1. C-2. C-3. C-4. Purpose This document provides information and interim guidance on the qualifications of all UAS flight crew members, observers, maintainers and other personnel for the planning, coordination, operation and services involved in the operation of UAS. All references to a pilot certificate or Federal Aviation Administration (FAA) written examination refer to an FAA-issued private pilot certificate, higher certification or an FAA-recognized equivalent. 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 These procedures are supplemental to the procedures in (FAA) Order JO ( Air Traffic Organization Policy ), FAA N JO ( Unmanned Aircraft Operations in the National Air Space ), and FAA N ( Unmanned Aircraft Systems Operational Approval ). They do not waive Air Traffic Control (ATC) procedures specified in the above references unless specifically stated or by special provisions listed in the COA/SAC. Procedures a. Pilot Qualifications The FAA is focused on ensuring UAS pilots have an appropriate level of understanding of Title 14 Code of Federal Regulations (CFR) applicable to the airspace where UA operate. UAS pilots are responsible for controlling their aircraft to the same standards as pilots of manned aircraft. b. General Operational Requirements The following operational restrictions apply to all UAS pilots: 1. One Pilot-in-Command (PIC) must be designated at all times. 2. The PIC is directly responsible for the aircrqft and is the final authority regarding operations. 3. Pilots must not perform crew duties for more than one UAS at a time. 4. Pilots are not allowed to perform concurrent duties both as pilot and Visual Observer (VO). In the case of Optionally Piloted Aircraft (OPA), the airborne pilot may assume the role of PIC at all times but will only be the observer when the OPA is operated by the control station pilot. 5. Unless undergoing initial qualification training, pilots must be qualified on the aircraft being flown. 6. Only one PIC per aircraft is authorized and the PIC must be in a position to assume control of the aircraft. c. The Designated PIC must: 1. Be designated as PIC before or during the flight. 2. Be responsible for the UAS flight operation as described under FAR 91.3 or FAArecognized equivalent. 3. Determine whether the UAS is in condition for safe flight. 4. Land as soon as safely practical when any condition occurs that causes operations to be unsafe. 5. Maintain complete and overall responsibility of the flight regardless of who may be piloting the aircraft. However, the PIC may be assisted by supplemental pilots. Appendix C Operations Personnel Qualifications C-1

30 6. Assume internal or external UAS pilot duties at any point during the flight when necessary. 7. Rotate duties to fulfill operational requirements. 8. Have a thorough knowledge of the COA/SAC issued to the organization. A copy must be available as reference during the flight if operating under a public agency. 9. Be trained and qualified on the specific UAS for the conduct of the flight. 10. Assume the duties of VO or PIC if piloting an OPA when the OPA is being utilized as a UAS and being flown by the control station pilot. d. Rating requirements for the UAS PIC depend upon the type of operation conducted. They fall into two categories: 1. Operations that require at least a private pilot certificate or FAArecognized equivalent, or 2. Operations that do not require at least a private pilot certificate or FAA-recognized equivalent. 1. The requirement for the PIC to hold a pilot certificate or FAA-recognized equivalent is based upon: Table C-1. Pilot-in-Command Certificate Requirements Location of the planned operations. Operations profile. Size of the aircraft. Whether or not the operation is conducted within or beyond Visual Line-of-Sight (VLOS). 2. The PIC must hold, at a minimum, an FAA private pilot certificate or FAA-recognized equivalent for all operations listed below. (a) Flight in Class A, B, C, D, E and G (400 feet Above Ground Level [AGL]) airspace (b) Instrument Flight Rules (IFR) (must have instrument rating) operations (c) Night operations (d) At joint use or public airports (e) Requiring a chase aircraft (f) Any time the FAA has determined a need based upon the UAS characteristics, operations profile or other operational parameters 3. Operations without a pilot certificate may be allowed when all of the following conditions are met: (a) The PIC has successfully completed (at a minimum) FAA private pilot ground instruction and has passed the FAA private pilot written examination or FAArecognized equivalents. (Airman test reports are valid for the 24 calendarmonth period preceding the month the exam was completed, at which time the instruction and written examination must be repeated.) (b) Operations are conducted during daylight hours. (c) The operation is conducted in a sparsely populated location. (d) Operations are approved and conducted solely within VLOS in Class G airspace. (e) VLOS operations are conducted no further than ½ Nautical Mile (NM) laterally from the UAS pilot and at an altitude of no more than 400 feet AGL at all times. (Refer to the Glossary for the VLOS definition.) (f) Operations are conducted no closer than 5 NM from any FAA-designated airport or heliport other than the airport from which the aircraft is operating. (g) The operation is conducted from a privately owned airport, military installation or off-airport location. e. PIC Recent Flight Experience (Currency) - The proponent must provide documentation showing pilots maintain an appropriate level of recent pilot experience with the type of UAS being operated or in an FAA-certified simulator. At a minimum, the PIC must conduct three takeoffs (launches) and three landings (recoveries) of the specific UAS within the previous 90 days (excluding pilots who do not conduct launch/recovery during normal/emergency operations), or as prescribed by the proponent s accepted recurrent training and currency program. 1. For those operations that require a certificated pilot, the PIC (to exercise the privileges of his certificate), must have flight reviews and must maintain recent pilot experience C-2 Unmanned Aircraft System Test Site/Airport Guide Thompson-Wimmer, Inc. s (520) s [email protected]

31 in manned aircraft per 14 CFR Part 61 (or an FAA-accepted equivalent). 2. For flights approved for night operations, the PIC must conduct three takeoffs (launches) and three landings (recoveries) each in the specific UAS at night and to a full stop in the previous 90 days (excluding pilots who do not conduct launch/recovery during normal/emergency operations). 3. For operations approved for night or IFR, the PIC must maintain recent pilot experience per FAR or an FAA-accepted equivalent. f. PIC Medical The PIC must maintain, at a minimum, a valid FAA second-class medical certificate issued under 14 CFR Part 67 or the FAA-recognized equivalent. 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 listed in FAR g. Section or an FAA-recognized equivalent applies to all UAS crew members. h. PIC Training 1. In addition to the training required for a pilot certificate, UAS PICs must have the following additional training (or FAA-recognized equivalent): (a) Normal, abnormal, and emergency procedures in all specific details of the UAS being operated. (b) Manufacturer-specific training. (c) Demonstrated proficiency. (d) Testing in the UAS being operated. 2. Proponents must maintain individual training records of all UAS personnel. All training and testing will be documented by the instructor in the individual s training record and initialed by the trainee. i. Supplemental Pilots Supplemental pilots are those pilots assigned UAS flight responsibilities to augment the PIC. It is common for proponents to have both an internal and an external UA pilot. The supplemental pilot can assume either of these positions. 1. Ratings Supplemental pilots must have successfully completed private pilot ground school and passed the written test or FAA-recognized equivalents. The ground school written test results are valid for two years from the date of completion, at which time the instruction and written examination must be repeated. If a supplemental pilot assumes the role of PIC, he/she must comply with all PIC rating, currency, medical and training requirements. 2. Recent Pilot Experience The proponent must provide a process that ensures pilots maintain an appropriate level of recent pilot experience for the position they are assigned and in the UAS being operated. 3. Medical Supplemental pilots must maintain, at a minimum, a valid FAA second-class medical certificate issued under Part 67 or the FAA-recognized equivalent. The secondclass 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. 4. Training UAS supplemental pilots must have: (a) Training in all specific details of the UAS being operated, including normal, abnormal and emergency procedures, (b) Manufacturer-specific training (or an FAA-recognized equivalent), and (c) Demonstrated proficiency and successful testing in the UAS being operated. 5. Proponents must maintain individual training records for all UAS personnel. All training must be documented by the instructor and initialed by the trainee. j. UAS Observer Qualifications All observers must have an understanding of federal aviation regulations applicable to the airspace where the UAS will operate. 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 UAS pilot and observer. 1. Medical All observers must have a valid FAA second-class medical certificate issued under Part 67; an FAA-recognized equivalent is an acceptable means of demonstrating compliance with this requirement. 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. Section or the FAA-recognized equivalent applies to all UAS crew members. Appendix C Operations Personnel Qualifications C-3

32 2. Training Observers must complete sufficient training to communicate to the pilot any information required to remain clear of conflicting traffic, terrain and obstructions. They must maintain proper cloud clearances and provide navigational awareness. This training, at a minimum, must include knowledge of the responsibility to assist pilots in complying with the requirements of 14 CFR as listed below. Table C-2. Visual Observer Training Minimums FAR FAR FAR FAR Operating Near Other Aircraft Right-of-Way Rules: Except Water Operations Right-of-Way Rules: Water Operations Basic VFR Weather Minimums 3. Communications Observers must be skilled in air traffic and radio communications including the use of approved ATC/pilot phraseology. 4. Knowledge Appropriate sections of the Aeronautical Information Manual should be mastered. C-4 Unmanned Aircraft System Test Site/Airport Guide Thompson-Wimmer, Inc. s (520) s [email protected]

33 Appendix D Contingency Planning Limitations D-1. Point Identification The proponent must submit contingency plans that address emergency recovery or flight termination of the Unmanned Aircraft (UA) in the event of unrecoverable system failure. These procedures will normally include Lost Link Points (LLPs), Divert/Contingency Points (DCPs) and Flight Termination Points (FTPs) for each operation. LLPs and DCPs must be submitted in Latitude/Longitude (LAT/LONG) format along with a graphic representation plotted on an aviation sectional chart (or similar format). FTPs or other accepted contingency planning measures must also be submitted in LAT/LONG format along with a graphic representation plotted on an aviation sectional chart or other graphic representation accepted by the Federal Aviation Administration (FAA). The FAA accepts the LLPs, DCPs, FTPs and other contingency planning measures submitted by the proponent, but does not approve them. When conditions preclude the use of FTPs, the proponent must submit other contingency planning options for consideration and acceptance. At least one LLP, DCP and FTP (or an acceptable alternative contingency planning measure) each are required for each operation. The proponent must furnish this data with the initial Certificate of Authorization (COA) application. Any subsequent changes or modifications to this data must be provided to the Unmanned Aircraft Systems (UAS) Integration Office (AFS-80) for review and consideration no later than 30 days prior to proposed flight operations. D-2. Risk Mitigation Plans For all operations, the proponent must develop detailed plans to mitigate the risk of collision with other aircraft and the risk posed to persons and property on the ground in the event the UAS experiences a lost link, needs to divert or the flight needs to be terminated. The proponent must take into consideration all airspace constructs and minimize risk to other aircraft by avoiding published airways, military training routes, Navigational Aids (NAVAIDS) and congested areas. In the event of a contingency divert or flight termination, the use of a chase aircraft is preferred when the UAS is operated outside of restricted or warning areas. If time permits, the proponent should make every attempt to utilize a chase aircraft to monitor the aircraft to a DCP or to the FTP. In the event of a contingency divert or flight termination, the proponent will operate in Class A airspace and special use airspace to the maximum extent possible to reduce the risk of collision with other aircraft. a. Lost Link Procedures 1. LLPs are defined as a point, or sequence of points, where the aircraft will proceed and hold at a specified altitude for a specified period of time in the event the command and control link to the aircraft is lost. The aircraft will autonomously hold or loiter at the LLP until the communication link with the aircraft is restored or the specified time elapses. If the time period elapses, the aircraft may autoland, proceed to another LLP in an attempt to regain the communication link or proceed to an FTP 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 fuel/battery exhaustion occurs. 2. For areas where multiple or concurrent UAS operations are authorized in the same operational area, a segregation plan must be in place in the event of a simultaneous lost link scenario. The deconfliction plan may include altitude offsets and horizontal separation by using independent LLPs whenever possible. b. Divert/Contingency Points Procedures 1. A DCP is defined as an alternate landing/recovery site to be used in the event of an abnormal condition that requires a precautionary landing. Each DCP must incorporate the means of communication with Air Traffic Control (ATC) throughout the descent and landing (unless otherwise specified in the special provisions) as well as a plan for ground operations and securing and parking the aircraft on the ground. This includes the availability of control stations capable of launch and recovery, communication equipment and an adequate power source to operate all necessary equipment. Appendix D Contingency Planning Limitations D-1

34 2. The DCP will usually be the local launch and recovery airport or facility; however, additional DCPs may be specified as alternates. 3. For transit and/or mission operations being conducted in Class A airspace or Class E airspace above flight level 600, DCPs will be identified that are no more than one hour of flight time away at any given time considering altitude, winds, fuel/battery consumption and other factors. If it is not possible to define DCPs along the entire flight plan route, the proponent must identify qualified FTPs along the route and be prepared to execute flight termination at one of the specified FTPs if a return to base is not possible. 4. It is preferred that specified DCPs are non-joint use military airfields, other governmentowned airfields or private-use airfields. However, the proponent may designate any suitable airfield for review and consideration. c. Flight Termination Procedures 1. Flight termination is the intentional and deliberate process of performing controlled flight into terrain. Flight termination must be executed in the event that all contingencies have been exhausted and further flight of the aircraft cannot be safely achieved or other potential hazards exist that require immediate discontinuation of flight. FTPs or alternative contingency planning measures must be located within power-off glide distance of the aircraft during all phases of flight and must be submitted for review and acceptance. The proponent must ensure sufficient FTPs or other contingency plan measures are defined to accommodate flight termination at any given point along the route of flight. The location of these points is based upon the assumption of an unrecoverable system failure and must take into consideration altitude, winds and other factors. 2. Unless otherwise authorized, FTPs must be located in sparsely populated areas. Except for on- or near-airport operations, FTPs will be located no closer than 5 nautical miles from any airport, airfield, heliport, NAVAID, airway, populated area, major roadway, oil rig, power plant or other infrastructure. US Coast Guard charts and other publications must be researched to avoid maritime obstructions, shipping lanes and other hazards when operations include offshore locations. Populated areas are defined as those areas depicted in yellow on a Visual Flight Rules Sectional Chart or as determined from other sources. (a) It is preferred that flight termination occurs in restricted or warning areas, government-owned land or offshore locations that are restricted from routine civil use. However, the proponent may designate any suitable location for review and consideration. (b) The proponent is required to survey all designated areas prior to their use as an FTP. FTPs will be reviewed periodically, but reviews shall not exceed six month intervals. The proponent assumes full risk and all liability associated with the selection and use of any designated FTP. (c) It is desirable that the proponent receives prior permission from land owners or using agencies prior to the designation of an area as an FTP. The purpose and intent of the FTP must be clearly communicated. (d) For each FTP, plans must incorporate the means of communication with ATC throughout the descent as well as a plan for retrieval and recovery of the aircraft. (e) Contingency planning must take into consideration all airspace constructs and must minimize risk to other aircraft by avoiding published airways, military training routes, NAVAIDS and congested areas to the fullest extent possible. (f) In the event of a contingency divert or flight termination, if time permits, the use of a chase aircraft is preferred when the UA is operated outside of restricted or warning areas. (g) In the event of a contingency divert, flight termination or other approved contingency measures, the proponent will operate in Class A airspace and special use airspace to the maximum extent possible to reduce the risk of collision with non-participating air traffic. D-2 Unmanned Aircraft System Test Site/Airport Guide Thompson-Wimmer, Inc. s (520) s [email protected]

35 Glossary ACRONYMS, ABBREVIATIONS AND DEFINITIONS AGL ATC ATIS CFR COA DCP DOD EOP Above Ground Level Air Traffic Control Automatic Terminal Information Service Code of Federal Regulations Certificate of Authorization Divert/Contingency Point Department of Defense Emergency Operations Profile Evening Civil Twilight Begins at sunset and ends when the geometric center of the sun reaches 6 below the horizon (civil dusk). FAA Federal Aviation Administration FAR Federal Aviation Regulation FL Flight Level FTP Flight Termination Points GPS Global Positioning System IFR Instrument Flight Rules IP Initial Point LLP Lost Link Point LOA Letter of Agreement Morning Civil Twilight Begins when the geometric center of the sun is 6 below the horizon (civil dawn) and ends at sunrise MSL Mean Sea Level NAS National Airspace System NM Nautical Mile NOTAM Notice to Airman OPA Optionally Piloted Aircraft PIC Pilot-in-Command Populated or Urban Area Those areas depicted in yellow on a VFR Sectional Chart or as determined from other sources. RVSM Reduced Vertical Separation Minimum SAC Special Airworthiness Certificates SM Statute Mile SOP Standard Operating Procedures Squawk Air traffic control units use the term squawk when they are assigning an aircraft a transponder code. This code is broadcast by the aircraft to ATC, in effect squawking the code. Glossary G-1

36 SSI Taxi TBD UA UAS VFR VLOS VMC VO WP Sensitive Security Information Movement of an aircraft under its own power on the surface of an airport To Be Determined Unmanned Aircraft Unmanned Aircraft System Visual Flight Rules Visual Line-of Sight: Unaided (corrective lenses and/ or sunglasses exempt) visual contact between a PIC or a VO and a UAS sufficient to maintain safe operational control of the aircraft, know its location, and be able to scan the airspace in which it is operating to see and avoid other air traffic or objects aloft or on the ground. Visual Meteorological Conditions Visual Observer Waypoint G-2 Unmanned Aircraft System Test Site/Airport Guide Thompson-Wimmer, Inc. s (520) s [email protected]

37 References Federal Aviation Administration Order JO ( Air Traffic Organization Policy ) Federal Aviation Administration N JO ( Unmanned Aircraft Operations in the National Air Space ) Federal Aviation Administration N ( Unmanned Aircraft Systems Operational Approval ) Federal Aviation Administration Order ( Aircraft Accident and Incident Notification, Investigation, and Reporting ) Title 14 Code of Federal Regulations, Parts 23, 25, 49, 61, 67, 91 Army Directive ( Supplemental Policy for Operations of Unmanned Aircraft Systems in the National Airspace System ) Federal Aviation Regulations Aeronautical Information Manual References R-1

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