Appendix A A-8 operations. It is really a simple process: I must consider the hazards presented during this particular operation, determine the risk severity, and then develop a plan to lessen (or mitigate) the risk to an acceptable level. By documenting and compiling these processes, I can build a collection of safety practices that will add to the safety and success of future operations. The following are some proven methods that can help a new remote PIC along the way:
A.4.8.2 Hazard Identification. Using the Personal Minimums (PAVE) Checklist for Risk Management, I will set personal minimums based upon my specific flight experience, health habits, and tolerance for stress, just to name a few.
After identifying hazards, I will then input them into the Hazard Identification and Risk Assessment Process Chart (see Figure A-1).
1. Personal: Am I healthy for flight and what are my personal minimums based upon my experience operating this small unmanned aircraft? During this step, I will often use the IMSAFE checklist in order to perform a more in-depth evaluation:
• Illness – Am I suffering from any illness or symptom of an illness which might affect me in flight?
• Medication – Am I currently taking any drugs (prescription or over-the-counter)?
• Stress – Am I experiencing any psychological or emotional factors that might affect my performance?
• Alcohol – Have I consumed alcohol within the last 8 to 24 hours?
• Fatigue – Have I received sufficient sleep and rest in the recent past?
• Eating – Am I sufficiently nourished?
2. Aircraft: Have I conducted a preflight check of my small UAS (aircraft, control station (CS), takeoff and landing equipment, anti-collision light for night operations, etc.)? Has it been determined to be in a condition for safe operation? Is the payload properly secured to the aircraft prior to flight?
3. Environment: What is the weather like? Am I comfortable and experienced enough to fly in the forecast weather conditions? Have I considered all of my options and left myself an “out?” Have I determined alternative landing spots in case of an emergency? Will I be flying at night and how may that change the way I operate? What are my associated risks when operating at night? Will I have the ability to see the anti-collision light for at least 3 sm? Will other aircraft that may be operating in the area have the ability to see the anti-collision light for at least 3 sm, considering weather and terrain (certain weather phenomena, such as fog, terrain features, and other phenomena, and obstacles such as hills, mountains, and manmade structures, may affect the ability for me and other aircraft to see the anti-collision light for at least 3 sm)? Is the flash rate sufficient to avoid a collision? Will I be operating over people, and if so, how will I
Appendix A A-9 ensure I do not create any hazards to persons not directly participating in the operation? Can my operational area be considered an open-air assembly of persons? Will I be operating over moving vehicles, and if so, how will I ensure I do not create any hazards to vehicles? Will my operations (landing spots) need to be relocated due to the people?
4. External Pressures: Am I stressed or anxious? Is this a flight that will cause me to be stressed or anxious? Is there pressure to complete the flight operation quickly? Am I dealing with an unhealthy safety culture? Am I being honest with myself and others about my personal operational abilities and limitations?
A.4.9 Controlling Risk. After hazards and risks are fully understood through the preceding steps, risk controls must be designed and implemented. These may be additional or changed procedures, additional or modified equipment, the addition of VOs, or any of a number of other changes.
A.4.10 R esidual and Substitute Risk . Residual risk is the risk remaining after mitigation has been completed. Often, this is a multistep process, continuing until risk has been mitigated to an acceptable level necessary to begin or continue operation. After these controls are designed but before the operation begins or continues, an assessment must be made of whether the controls are likely to be effective and/or whether they introduce new hazards to the operation. The latter condition, introduction of new hazards, is referred to as substitute risk, a situation in which the resolution is worse than the original issue. The loop seen in Figure A-1 that returns back to the top of the diagram depicts the use of the preceding hazard identification, risk analysis, and risk assessment processes to determine whether the modified operation is acceptable.
A.4.11 S tarting the Operation . Once a remote PIC develops and implements appropriate risk controls, the operation can begin.
Appendix B B-1 APPENDIX B. SUPPLEMENTAL OPERATIONAL INFORMATION B.1 Determining Operational Performance. The manufacturer may provide operational and performance information that contains the operational performance data for the aircraft such as data pertaining to takeoff, climb, range, endurance, descent, and landing. To be able to make practical use of the aircraft’s capabilities and limitations, it is essential to understand the significance of the operational data. The use of this data in flying operations is essential for safe and efficient operation. It should be emphasized that manufacturers’ information regarding performance data is not standardized. If manufacturer-published performance data is unavailable, it is advisable to seek out performance data that may have already been determined and published by other users of the same small UAS manufacturer model and use that data as a starting point.
B.2 Small Unmanned Aircraft Loading and Its Effects on Performance.
B.2.1 W eight and Balance (W&B) . Before any flight, the remote PIC should verify the aircraft is correctly loaded by determining the W&B condition of the aircraft. An aircraft’s W&B restrictions established by the manufacturer or the builder should be closely followed.
Compliance with the manufacturer’s W&B limits is critical to flight safety. The remote PIC must consider the consequences of an overweight aircraft, as it may result in an unsafe condition.
B.2.1.1 A lthough a maximum gross takeoff weight may be specified, the aircraft may not always safely take off with this load under all conditions. Conditions that affect takeoff and climb performance, such as high elevations, high air temperatures, and high humidity (high density altitudes) may require a reduction in weight before flight is attempted. Other factors to consider prior to takeoff are runway/launch area length, surface, slope, surface wind, and the presence of obstacles. These factors may require a reduction in weight prior to flight.
B.2.1.2 Weight changes during flight also have a direct effect on aircraft performance.
Fuel burn is the most common weight change that takes place during flight.
As fuel is used, the aircraft becomes lighter and performance is improved, but this could have a negative effect on balance. In UAS operations, weight change during flight may occur when expendable items are used on board
(e.g., a jettisonable load).
B.2.2 B alance, Stability, and Center of Gravity (CG). Adverse balance conditions (i.e., weight distribution) may affect flight characteristics in much the same manner as those mentioned for an excess weight condition. Limits for the location of the CG may be established by the manufacturer. The CG is not a fixed point marked on the aircraft; its location depends on the distribution of aircraft weight. As variable load items are shifted or expended, there may be a resultant shift in CG location. The remote PIC should determine how the CG will shift and the resultant effects on the aircraft. If the CG is not within the allowable limits after loading or does not remain within the allowable limits
Appendix B B-2 for safe flight, it will be necessary to relocate or shed some weight before flight is attempted.
B.3 Sources of Weather Information for Small Unmanned Aircraft Operations. Remote PICs are encouraged to obtain weather information prior to flight from Flight Service by using the website https://www.1800wxbrief.com. Remote PICs can create a free account in order to use the briefing service. While Flight Service does offer a telephone-based service, it is intended for manned aircraft pilots only.
B.3.1 N ational Weather Service (NWS). Remote PICs are also encouraged t o visit the NWS’s Aviation Weather Center (AWC) at https://www.aviationweather.gov. This free, web-based service does not require registration and offers all of the weather products important to a remote PIC, such as Aviation Routine Weather Reports (METAR) and Terminal Aerodrome Forecast (TAF). While reviewing the weather for your intended operation, it is also critical that the remote PIC review any TFRs at the FAA’s TFR website, which can be found at https://tfr.faa.gov.
B.4 Weather and the Effects on Performance. Weather is an important factor that influences aircraft performance and flying safety. Atmospheric pressure and density, wind, and uneven surface heating are factors that affect small unmanned aircraft performance and must be considered prior to flight.
B.4.1 Wind. Wind speed and direction are important as they affect takeoff, landing, and cruise of flight operations. Geological features, trees, structures, and other anomalies can affect the wind direction and speed close to the ground. In particular, ground topography, trees, and buildings can break up the flow of the wind and create wind gusts that change rapidly in direction and speed. The remote PIC should be vigilant when operating small unmanned aircraft near large buildings or other man-made structures and natural obstructions, such as mountains, bluffs, or canyons. The intensity of the turbulence associated with ground obstructions depends on the size of the obstacle and the primary velocity of the wind. This same condition is even more noticeable when flying in mountainous regions. While the wind flows smoothly up the windward side of the mountain and the upward currents help to carry an aircraft over the peak of the mountain, the wind on the leeward side does not act in a similar manner. As the air flows down the leeward side of the mountain, the air follows the contour of the terrain and is increasingly turbulent. This tends to push an aircraft into the side of a mountain. The stronger the wind, the greater the downward pressure and turbulence become. Due to the effect terrain has on the wind in valleys or canyons, downdrafts can be severe.
B.4.2 S urface Heat . Different surfaces radiate heat in varying amounts. Plowed ground, rocks, sand, and barren land give off a larger amount of heat, whereas water, trees, and other areas of vegetation tend to absorb and retain heat. The resulting uneven heating of the air creates small areas of local circulation called convective currents, which creates bumpy, turbulent air. Convective currents, with their rising and sinking air can adversely affect the controllability of the small unmanned aircraft.
Appendix B B-3 B.5 Battery Fires. Lithium-based batteries are highly flammable and capable of ignition. A battery fire could cause an in-flight emergency by causing a LOC of the small unmanned aircraft. Lithium battery fires can be caused when a battery short-circuits, is improperly charged, is heated to extreme temperatures, is damaged as a result of a crash, is mishandled, or is simply defective. The remote PIC should consider following the manufacturer’s recommendations, when available, to help ensure safe battery handling and usage.
B.6 Small UAS Frequency Utilization. A small UAS typically uses RFs for the communication link between the CS and the small unmanned aircraft.
B.6.1 Frequency Spectrum (RF) Basics. The 2.4 GHz and 5.8 GHz systems are the unlicensed band RFs that most small UAS use for the connection between the CS and the small unmanned aircraft. Note the frequencies are also used for computer wireless networks and the interference can cause problems when operating an unmanned aircraft in an area
(e.g., dense housing and office buildings) that has many wireless signals. LOC and flyaways are some of the reported problems with small UAS frequency implications.
B.6.1.1 To avoid frequency interference, many modern small UAS operate using a
5.8 GHz system to control the small unmanned aircraft and a 2.4 GHz system to transmit video and photos to the ground. Consult the small UAS operating manual and manufacturer’s recommended procedures before conducting small UAS operations.
B.6.1.2 It should be noted that both RF bands (2.4 GHz and 5.8 GHz) are considered line of sight and the command and control link between the CS and the small unmanned aircraft will not work properly when barriers are between the CS and the unmanned aircraft. Part 107 requires the remote PIC or person manipulating the controls to be able to see the unmanned aircraft at all times, which should also help prevent obstructions from interfering with the line of sight frequency spectrum.
B.6.2 Spectrum Authorization. Frequency spectrum used for small unmanned aircraft operations are regulated by the Federal Communications Commission (FCC). Radio transmissions, such as those used to control an unmanned aircraft and to downlink real-time video, must use frequency bands that are approved for use by the operating agency. The FCC authorizes civil operations. Some operating frequencies are unlicensed and can be used freely (e.g., 900 MHz, 2.4 GHz, and 5.8 GHz) without FCC approval.
All other frequencies require a user-specific license for all civil users, except Federal agencies, to be obtained from the FCC. For further information, visit https://www.fcc.gov/licensing-databases/licensing.
Appendix C C-1 APPENDIX C. SMALL UAS MAINTENANCE AND INSPECTION BEST PRACTICES C.1 In the interest of assisting operators with varying background levels of small UAS knowledge and skill, below is a chart offering conditions that, if noticed during a preflight inspection or check, may support a determination that the small unmanned aircraft is not in a condition for safe operation. Further inspection to identify the scope of damage and extent of possible repair needed to remedy the unsafe condition may be necessary prior to flight.
C.2 For Category 4 maintenance requirements for operating in accordance with 14 CFR part 107, see Chapter 8, paragraph 8.3.7.4.
C.3 For Category 4 record retention requirements, see Chapter 8, paragraph 8.3.7.4.1.
Table C-1. Small UAS Condition Chart Conditions that may result in the small unmanned aircraft not being in a condition for safe operation include, but are not limited to, the following:
Condition Action
1. Structural or skin cracking Further inspect to determine scope of damage and existence of possible hidden damage that may compromise structural integrity. Assess the need and extent of repairs that may be needed for continued safe flight operations.
2. Delamination of bonded surfaces Further inspect to determine scope of damage and existence of possible hidden damage that may compromise structural integrity. Assess the need and extent of repairs that may be needed for continued safe flight operations.
3. Liquid or gel leakage Further inspect to determine source of the leakage. This condition may pose a risk of fire resulting in extreme heat negatively impacting aircraft structures, aircraft performance characteristics, and flight duration. Assess the need and extent of repairs that may be needed for continued safe flight operations.
Appendix C C-2 Condition Action
4. Strong fuel smell Further inspect to determine source of the smell. Leakage exiting the aircraft may be present and/or accumulating within a sealed compartment. This condition may pose a risk of fire resulting in extreme heat negatively impacting aircraft structures, aircraft performance characteristics, and flight duration. Assess the need and extent of repairs that may be needed for continued safe flight operations.
5. Smell of electrical burning or arcing Further inspect to determine source of the possible electrical malfunction. An electrical hazard may pose a risk of fire or extreme heat negatively impacting aircraft structures, aircraft performance characteristics, and flight duration. Assess the need and extent of repairs that may be needed for continued safe flight operations.
6. Visual indications of electrical burning or arcing (black soot tracings, sparking) Further inspect to determine source of the possible electrical malfunction. An electrical hazard may pose a risk of fire or extreme heat negatively impacting aircraft structures, aircraft performance characteristics, and flight duration. Assess the need and extent of repairs that may be needed for continued safe flight operations.
7. Noticeable sound (decibel) change during operation by the propulsion system Further inspect entire aircraft with emphasis on the propulsion system components (i.e., motors and propellers) for damage and/or diminished performance. Assess the need and extent of repairs that may be needed for continued safe flight operations.
8. Control inputs not synchronized or delayed Discontinue flight and/or avoid further flight operations until further inspection and testing of the control link between the ground control unit and the aircraft. Ensure accurate control communications are established and reliable prior to further flight to circumvent possible loss of control resulting in the risk of a collision or flyaway. Assess the need and extent of repairs that may be needed for continued safe flight operations.
Appendix C C-3 Condition Action
9. Battery casing distorted (bulging) Further inspect to determine integrity of the battery as a reliable power source. Distorted battery casings may indicate impending failure resulting in abrupt power loss and/or explosion. An electrical hazard may be present, posing a risk of fire or extreme heat negatively impacting aircraft structures, aircraft performance characteristics, and flight duration. Assess the need and extent of repairs that may be needed for continued safe flight operations.
10. Diminishing flight time capability (electric powered propulsion systems) Further inspect to determine integrity of the battery as a reliable power source. Diminishing battery capacity may indicate impending failure due to exhausted service life, internal, or external damage. An electrical hazard may be present, posing a risk of fire or extreme heat negatively impacting aircraft structures, aircraft performance characteristics, and flight duration. Assess the need and extent of repairs that may be needed for continued safe flight operations.
11. Loose or missing hardware/fasteners Further inspect to determine structural integrity of the aircraft and/or components with loose or missing hardware/fasteners. Loose or missing hardware/fasteners may pose a risk of negatively impacting flight characteristics, structural failure of the aircraft, dropped objects, loss of the aircraft, and risk to persons and property on the ground. For continued safe flight operations, secure loose hardware/fasteners. Replace loose hardware/fasteners that cannot be secured.
Replace missing hardware/fasteners.
Appendix D D-1 APPENDIX D. REMOTE PILOT CERTIFICATION AND APPLICANT
IDENTITY VERIFICATION D.1 Remote Pilot Certification. Specific knowledge requirements for the Remote Pilot Certificate are located in 14 CFR part 107 subpart C.
D.1.1 A person may apply for a Remote Pilot Certificate with one of the following certifying official: a CFI, a DPE, through an FAA aviation safety inspector (ASI) or aviation safety technician (AST), or with an Airman Certification Representative (ACR) associated with a 14 CFR part 141 pilot school. All Remote Pilot Certificates will be issued by the Civil Aviation Registry Division (AFB-700) on a high quality plastic card stock containing tamper- and counterfeit-resistant features.
D.1.2 Additional information on the eligibility requirements for remote pilots can be found at part 107, § 107.61.
Note: If an applicant has a known medical issue that would require a limitation on the Remote Pilot Certificate, refer that applicant to the responsible Flight Standards office to ensure the application is processed with the correct limitations.
D.2 Acceptance of a Remote Pilot Application. Certifying officials may accept an individual’s application for an FAA Remote Pilot Certificate by utilizing the FAA’s IACRA or the paper FAA Form 8710-13, Remote Pilot Certificate and/or Rating Application.
D.3 IACRA. Authorized individuals are encouraged to utilize IACRA for the purpose of accepting a remote pilot application. IACRA is a web-based certification/rating application system that guides the user through the FAA’s application process. IACRA may be accessed at https://iacra.faa.gov/iacra/. The website also contains an instruction manual for additional assistance.
D.4 CFI Registration Process for Accepting an Application for a Remote Pilot C ertificate. In order for a CFI to accept a remote pilot application, the CFI must be registered in IACRA as the role of “Recommending Instructor.” Even though the instructor is utilizing the role of a certifying officer, their signature will be reflected in the “Instructor Action” section of FAA Form 8710-13.
D.5 Establishing Eligibility. Before processing an application for a Remote Pilot Certificate, the certifying official must ensure the applicant meets the eligibility requirements of § 107.61, meets the flight review requirements specified in 14 CFR part 61, § 61.56, and verifies the applicant’s identity. The certifying official should refer to AC 60-28, FAA English Language Standard for an FAA Certificate Issued Under 14 CFR Parts 61, 63, 65, and 107, and the International Civil Aviation Organization (ICAO) website to prepare for the assessment. The AC outlines the required procedures to ensure the applicant meets the FAA Aviation English Language Proficiency (AELP) standards. The ICAO website can be found at http://cfapp.icao.int/rssta/RSSTA.cfm. After conducting an assessment of the applicant’s English language proficiency, in accordance with AC 60-28, if it is determined the applicant does not meet the FAA standard, process the application by:
Appendix D D-2 D.5.1 When utilizing IACRA, answer the questions concerning FAA AELP. The system will recognize whether the applicant has met the FAA AELP and process the application as necessary. No additional paperwork will be required to be mailed to the responsible Flight Standards office.
D.5.2 When utilizing a paper FAA Form 8710-13, if the applicant does not meet the eligibility requirements of § 107.61, the certifying official will check the “Application Rejected” box in the appropriate section of the Submitting Official’s Report and specify the reason for rejection. The authorized individual will also check the “No” box after the statement “Applicant meets FAA Aviation English Language Proficiency.” After verifying the application is complete, forward this application to the responsible Flight Standards office for data entry and processing, even if the applicant does not meet the eligibility requirements. The address and contact information for the responsible Flight Standards office can be found at https://www.faa.gov/about/office_org/field_offices/fsdo/.
Note: If the applicant does not meet the eligibility requirements of § 107.61, do not check the “Application Accepted” box. This box should only be checked once it is determined the applicant meets the eligibility requirements. Check the “Application Rejected” box and continue processing the application. The terms “accept” and “reject” are used to notify AFB-700 of whether the applicant meets the requirements for the issuance of a Remote Pilot Certificate.
D.6 Application Process Utilizing IACRA. A person who meets the eligibility requirements of a Remote Pilot Certificate may register as an applicant through IACRA, which stores FAA Form 8710-13 electronically until a certifying official accesses the form. FAA Form 8710-13 may be accessed by a certifying official by searching for the person’s unique FAA tracking number (FTN) assigned by an FAA internal system after the person has completed the required items on the remote pilot application form. The certifying official will verify that the applicant meets the regulatory eligibility requirements and that the application has been completed properly. Additionally, the certifying official will verify the applicant’s identity and input the photograph identification data into IACRA when prompted. Once the authorized individual has completed the application through IACRA, it will be transmitted electronically to AFB-700 for processing.
D.7 Application Process Utilizing Paper FAA Form 8710-13. Applicants have the ability to apply for a Remote Pilot Certificate in paper format on the FAA Form 8710-13 to ensure all applicants have the uninterrupted ability to apply for an FAA Remote Pilot Certificate.
The same information captured on the paper FAA Form 8710-13 is captured within IACRA. Once it is verified the applicant meets the eligibility requirements of § 107.61, the certifying official will check the “Application Accepted” box in the Submitting Official’s Report section. The certifying official will also select the “Yes” box after the statement “Applicant meets FAA Aviation English Language Proficiency.” Once the authorized individual has verified that the application was completed in accordance with the form’s instructions, the certifying official will send the completed remote pilot application to their responsible Flight Standards office for data entry. The address and contact information for the responsible Flight Standards office can be found at https://www.faa.gov/about/office_org/field_offices/fsdo/. Once the data is captured, the
Appendix D D-3 FSDO will mail the application file to AFB-700 via first-class mail to the following address: DOT/FAA, Airmen Certification Branch, AFB-720, P.O. Box 25082, Oklahoma City, OK 73125. The FAA notes that the submittal of a paper FAA Form 8710-13 may delay the issuance of a Remote Pilot Certificate because of mailing time to AFB-700.
D.8 Documentation of Identification on Paper FAA Form 8710-13. The certifying official accepting an individual’s application for a Remote Pilot Certificate should review the person’s photo identification presented at the time of application to confirm it is current and valid. The flight instructor should document the type of identification and number submitted (e.g., Virginia driver’s license number A12345678 and expiration date xx/xx/xxxx) on the FAA Form 8710-13 “Airman’s Identification” section in accordance with the following guidelines.
D.9 Pilot Certificate Applicant Identity Verification.
D.9.1 General Identity Document Review Guidelines:
D.9.1.1 Applicant must present a government-issued photo identification (refer to suggested list below).
D.9.1.2 Confirm that the applicant matches the photo on the identification document.
D.9.1.3 Identity document must be valid. Please note that some States do not provide an expiration date on certain documentation.
D.9.1.4 Name on the identity document must substantially match the name on the application.
D.9.1.4.1 Use best judgment when comparing the identity documents and application data as a person may reasonably identify themselves through the use of multiple variations of their legal, given, and/or nicknames (e.g., Robert Michael Smith Jr; Robert M Smith Jr; Robbie M Smith; Bob/Bobbie Smith).
D.9.1.4.2 Additionally, there may be a suffix on the identity document (such as JR, SR, II, III) that may not be present on the application. Ensure the applicant’s name on the application matches their identification.
D.9.1.5 If date of birth is present on the document provided, it must match the date of birth on the application.
D.9.1.6 If address is present on the document provided, compare to the address on the application. If the address is different, please request the applicant to provide a current address.
D.9.1.7 If gender is present on the document provided, it must match the gender on the application.
Appendix D D-4 D.9.1.8 If an identity document appears to be fraudulent or shows signs of tampering, or if any of the identifying information on the identity document does not satisfactorily match the information on the application as explained in this guidance, do not challenge the individual; complete the application process, copy presented documents and record the individual’s name, address, and contact information to include phone numbers, emails, etc. Provide this information to supervisory, security, investigative, or law enforcement personnel as soon as possible.
D.9.2 L ist of Acceptable Documents or Combination of Documents:
1. Unexpired U.S. passport (book or card).
2. Unexpired Enhanced Tribal Card (ETC).
3. Unexpired Free and Secure Trade (FAST) Card.
4. Unexpired Global Entry Card.
5. Unexpired U.S. Enhanced Driver’s License (EDL) or Unexpired Enhanced Identification Card (EID).
6. Permanent Resident Card (Form I-551), commonly referred to as a “Green Card.”
7. Unexpired foreign passport.
8. Unexpired Reentry Permit (Form I-327).
9. Unexpired driver’s license issued by a State or outlying possession of the United States.
10. Unexpired temporary driver’s license plus expired driver’s license.
11. Unexpired photo ID card issued by a State or outlying possession of the United States. This must include a State or State agency seal or logo (such as a State university ID). Permits are not considered valid identity documents (such as gun permits).
12. Unexpired photo ID card issued by a regional, county, or city/municipal governmental authority, to include but not limited to law enforcement, governmental, education, transportation, or utility authority.
13. Unexpired U.S. military ID card.
14. Unexpired U.S. retired military ID card.
15. Unexpired U.S. military dependent’s card.
16. Native American tribal document with photo.
17. Unexpired Department of Homeland Security (DHS)/Transportation Security Administration (TSA) Transportation Worker Identification Credential (TWIC).
18. Unexpired Merchant Mariner Credential (MMC).
19. U.S. Birth Certificate and an unexpired government-issued ID.