Section 3. Unmanned Aircraft Systems Limitations and Requirements

3.1 - Limitations and Requirements Overview

All UAS operated by the Center for Disaster Risk Policy, the Disaster Incident Research Team, or the Emergency Management and Homeland Security Program will meet the following requirements and limitations, without exceptions. These limitations and requirements are in effect to ensure safe operation of the UAS and ensure the safety of the crew, onlookers and other personnel not directly involved in the operation.

3.2 - Weight

The UAS will weigh less than 55lbs. at takeoff. This is gross weight including fuel sources (battery) and mission payload. Under federal definitions, this classifies all UAS operated under the authority of this document as small unmanned aircraft systems (sUAS).

3.3 - Performance and Altitude

The UAS will not exceed 88 knots of airspeed.

The UAS will not exceed 400' AGL unless specifically authorized by the FAA. Under 14 CFR Part 107 operations, altitude can exceed 400' AGL in specific situations. All applicable flight regulations will be followed. Flight under the authority of this document can occur above 400' AGL when done in accordance with (IAW) Federal aviation regulations, typically 14 CFR Part 107

CDRP UAS Operations will comply with state published Airspace Management Plans (AMP) if and when a statewide Air Operations Branch is established during a declared emergency. In the State of Florida, a typical AMP may restrict UAS to 200' AGL when operating in a disaster area with manned aircraft.

3.4 - Preflight Inspection

Prior to any UAS flight, the Pilot in Command will conduct a thorough inspection of all components of the UAS, including the air vehicle, ground control station, and communication devices. Systems not found to be in condition for safe flight or operation will not be utilized. Exigent circumstances are not a justification or authorization for the operation of an aircraft or system not in condition for safe flight.

Any discrepancies found during pre-flight inspections should be logged in the aircraft logbook.

3.5 - Minimum Crew

All UAS operations will be conducted by a minimum of two (2) crewmembers - a Remote Pilot in Command (RPIC) and Visual Observer (VO). The PIC has the final authority and responsibility for the safe operation of the UAS and the safety and well-being of UAS crewmembers as well as persons and property on the ground.

This requirement is in addition to 14 CFR Part 107.

Additional crew, such as additional VOs or one or more Persons Manipulating the Controls (PMC), may be utilized at the discretion of the RPIC.

All crew will be in close proximity to the aircraft's ground control station.

3.6 - Failsafe Mode

All UAS operated by CDRP must be equipped with a failsafe mode in case of primary control link failure. This mode must return the aircraft to the launch area - typically referred to as "return to home (RTH)" mode.

3.7 - Emergency Procedures Defined

All UAS must have documented emergency procedures covering (at a minimum): engine or power failure; fire; loss of control link; loss of GPS; loss of telemetry data link; loss of video downlink.

3.8 - Flight Controls

All UAS must have a Primary Flight Controller (PFC) allowing the pilot manual (or a close approximation of manual) control over the aircraft. All UAS must have an autopilot capable of autonomous and user-directed flight.

The PFC must be in the direct possession of the RPIC or PMC at all times.

3.8.1 - Required Flight Modes/Autopilot Modes

Each aircraft and autopilot combination provides different flight control modes. While the aircraft or autopilot may provide additional modes, the following are required:

Manual/Stabilized/Atti Mode - Allows the pilot or pilot-in-command to manually control the aircraft. This mode may provide stabilization if required (as on a multi-rotor).

GPS/Loiter Mode - Allows the aircraft to hold lateral position and altitude with minimal pilot input. Fixed-wing aircraft may circle a specific point.

Return to Home (RTH) - Directs the aircraft to begin an automated least-time/least-distance return to the launch point. Useful as a failsafe mode.

3.8.2 - eBee and WingtraOne Exception

The Sensefly eBee fixed wing aircraft and the Wingtra WingtraOne Gen II aircraft ar provided by the manufacturer without a PFC. These aircraft may be operated by manufacturer trained personnel without a PFC. This exception applies only to Sensefly and Wingtra aircraft utilizing a current version of manufacturer provided ground control software and radio modules.

3.9 - Battery Reserve

Battery voltage is the 'fuel' for electric UAS. With this in mind, all UAS flights will end while the aircraft maintains a minimum 20% battery reserve. This reserve may be used at the discretion of the RPIC only to ensure safety of flight as well as people/material on the ground. The RPIC may elect to reserve more than 20% of battery to ensure safety of flight operations.

3.10 - Aircraft Markings

CDRP will register all UAS with the FAA and mark each UAS with the corresponding registration number (N-number or FA-number).

All UAS will be marked with the designated internal identifier as well as the FAA registration number. All markings should be clear and easy to read.

3.11 - Aircraft Documentation

Each UAS operated by CDRP for research or operational purposes will have a Pilot's Operating Handbook (POH) specific for the model. The POH will be located with the Ground Control Station and will be familiar to each crewmember.

The POH will include all documentation required by this section and this SOG and will be available for inspection during all UAS operations.

3.11.1 - Checklists and Procedures

Aircraft documentation will include checklists or job aids for normal operations and emergency operations. Checklists may be paper (analog) or digital in format. Checklists should be used for flight operations, software procedures, and other tasks that must be performed correctly and on time.

Minimum checklists include:

Preflight
Takeoff
Approach and Landing
Postflight
Emergency Operations

Checklists must be readily available to all crewmembers during flight operations.

3.12 - Strobes and Lighting

CDRP/DIRT UAS will be equipped with white strobes for operations during civil twilight and at night. These white strobes must be visible at a range of three (3) statute miles by an aircraft in the vicinity.

Strobes will be attached on the top of the airframe when possible.

Strobes must be visible in all directions relative to the aircraft (360 degree coverage).

Colored strobes (blue, for example) and strobes mounted on the bottom of the aircraft can be used to identify the UAS to ground resources. These strobes may not be used to fulfill required white strobes defined in this section.

UAS will be operated with all manufacturer provided position lights in the 'on' position.

"Lights out" nighttime operation is prohibited by policy. The UAS Program Manager may authorize lights out operation in controlled environments.

3.13 - Florida Administrative Code Requirements

All aircraft operated in any domain (training, operations, or research) will be in compliance with Florida Administrative Code 60GG-2.0075. This rule was established by Florida Statute 934.50 and applies to all public/governmental entities, including public universities.

CDRP may operate non-approved aircraft for research into cyber security and public safety operations as stipulated in 60GG-2.0075. Such research projects will be declared on em.fsu.edu and results published at that location.