UAS.OPEN.030 UAS operations in subcategory A2

SAFE DISTANCE FROM UNINVOLVED PERSONS

(a)The minimum horizontal distance of the UA from uninvolved persons should be defined as the distance between the points where the UA would hit the ground in the event of a vertical fall and the position of the uninvolved persons.

(b)As a reference, when the UA is operating in close proximity to people, the remote pilot should keep the UA at a lateral distance from any uninvolved person that is not shorter than the height (‘1:1 rule’, i.e. if the UA is flying at a height of 30 m, the distance from any uninvolved person should be at least 30 m).

(c)In any case, the distance from uninvolved persons should always be greater than:

(1)5 m, when the low-speed mode function on the UA is activated and set to 3 m per second;

(2)5 m, when operating a UAS balloon or airship; or

(3)30 m in all other cases. [Figure or form omitted from this preview — available in the Avioverse workspace library.]

SAFE DISTANCE FROM UNINVOLVED PERSONS The safe distance of the UA from uninvolved persons is variable and is heavily dependent on the performance and characteristics of the UAS involved, the weather conditions and the segregation of the overflown area. The remote pilot is ultimately responsible for the determination of this distance.

REMOTE PILOT CERTIFICATE OF COMPETENCY After the verification that the applicant has passed the online theoretical knowledge examination, has completed and declared the practical-skills self-training, and has passed the additional theoretical knowledge examination provided by the competent authority or by an entity recognised by the competent authority, the competent authority should provide a certificate of competency to the remote pilot in the format depicted in the figure below. An entity that is designated by the competent authority may issue the certificate on behalf of the competent authority. The certificate may be provided in electronic form.

[Figure or form omitted from this preview — available in the Avioverse workspace library.]

The remote pilot identification number that is provided by the competent authority or the entity that is designated by the competent authority that issues the certificate of remote pilot competency should have the following format: NNN-RP-xxxxxxxxxxxx Where: ‘NNN’ is the ISO 3166 Alpha-3 code of the MS that issues the proof of completion; ‘RP’ is a fixed field meaning ‘remote pilot’; and ‘xxxxxxxxxxxx’ are 12 alphanumeric characters (lower-case only) defined by the competent authority or the entity that is designated by the competent authority that issues the proof of completion. Example: (FIN-RP-123456789abc) The QR code provides a link to the national database where the information related to the remote pilot is stored. Through the ‘remote pilot identification number’, all information related to the training of the remote pilot can be retrieved by authorised bodies (e.g. competent authorities, law enforcement authorities, etc.) and authorised personnel.

PRACTICAL-SKILLS SELF-TRAINING

(a)The aim of the practical-skills self-training is to ensure that the remote pilot demonstrate at all times the ability to:

(1)operate a class C2 UAS within its limitations;

(2)complete all manoeuvres with smoothness and accuracy;

(3)exercise good judgment and airmanship;

(4)apply their theoretical knowledge; and

(5)maintain control of the UA at all times in such a manner that the successful outcome of a procedure or manoeuvre is never seriously in doubt.

(b)The remote pilot should complete the practical-skills self-training with a UAS that features the same flight characteristics (e.g. fixed wing, rotorcraft), control scheme (manual or automated, human–machine interface) and a similar weight as the UAS intended for use in the UAS operation. This implies the use of a UA with an MTOM of less than 4 kg and bearing the Class 2 identification label.

(c)If a UAS with both manual and automated control schemes is used, the practical-skills self-training should be done with both control schemes. If a UAS has multiple automated features, the remote pilot should demonstrate proficiency with each automated feature.

(d)The practical-skills self-training should contain at least flying exercises regarding take-off or launch and landing or recovery, precision flight manoeuvres remaining in a given airspace volume, hovering in all orientations or loitering around positions when applicable. In addition, the remote pilot should follow the contingency procedures for abnormal situations (e.g. a return-to-home function, if available), as stipulated in the user’s manual provided by the manufacturer. However, the remote pilot should only follow those contingency procedures that do not require the deactivation of the UAS functions that may reduce its safety level.

PRACTICAL COMPETENCIES FOR THE PRACTICAL-SKILLS SELF-TRAINING When doing the practical-skills self-training, the remote pilot should perform as many flights as they deem necessary to gain a reasonable level of knowledge and the skills to operate the UAS. The following list of practical competencies should be considered:

(a)Preparation of the UAS operation:

(1)make sure that the:

(i)chosen payload is compatible with the UAS used for the UAS operation;

(ii)zone of UAS operation is suitable for the intended operation; and

(iii)UAS meets the technical requirements of the geographical zone;

(2)define the area of operation in which the intended operation takes place in accordance with UAS.OPEN.040;

(3)define the area of operation considering the characteristics of the UAS;

(4)identify the limitations published by the MS for the geographical zone (e.g. no-fly zones, restricted zones and zones with specific conditions near the operation zone), and if needed, seek authorisation by the entity responsible for such zones;

(5)identify the goals of the UAS operation;

(6)identify any obstacles and the potential presence of uninvolved persons in the area of operation that could hinder the intended UAS operation; and

(7)check the current meteorological conditions and the forecast for the time planned for the operation.

(b)Preparation for the flight:

(1)assess the general condition of the UAS and ensure that the configuration of the UAS complies with the instructions provided by the manufacturer in the user’s manual;

(2)ensure that all removable components of the UA are properly secured;

(3)make sure that the software installed on the UAS and on the remote pilot station (RPS) is the latest published by the UAS manufacturer;

(4)calibrate the instruments on board the UA, if needed;

(5)identify possible conditions that may jeopardise the intended UAS operation;

(6)check the status of the battery and make sure it is compatible with the intended UAS operation;

(7)activate the geo-awareness system and ensure that the geographical information is up to date;

(8)set the height limitation system, if needed;

(9)set the low-speed mode, if available; and

(10)check the correct functioning of the C2 link.

(c)Flight under normal conditions:

(1)following the procedures provided by the manufacturer in the user’s manual, familiarise themselves with how to:

(i)take off (or launch);

(ii)make a stable flight:

(A)hover in case of multirotor UA;

(B)perform coordinated large turns;

(C)perform coordinated tight turns;

(D)perform straight flight at constant altitude;

(E)change direction, height and speed;

(F)follow a path;

(G)return of the UA towards the remote pilot after the UA has been placed at a distance that no longer allows its orientation to be distinguished, in case of multirotor UA;

(H)perform horizontal flight at different speeds (critical high speed or critical low speed), in case of fixed-wing UA;

(iii)keep the UA outside no-fly zones or restricted zones, unless holding an authorisation;

(iv)use some external references to assess the distance and height of the UA;

(v)perform a return-to-home (RTH) procedure — automatic or manual;

(vi)land (or recover);

(vii)perform a landing procedure and a missed approach in case of fixed-wing UA; and

(vii)perform real-time monitoring of the status and endurance limitations of the UAS; and

(2)maintain sufficient separation from obstacles.

(d)Flight under abnormal conditions:

(i)manage the UAS flight path in abnormal situations;

(ii)manage the situation when the UAS positioning equipment is impaired (if the UAS used allows the deactivation of that equipment);

(iii)simulate the incursion of a person into the area of operation, and take appropriate measures to maintain safety;

(iv)manage the exit from the operation zone as defined during the flight preparation;

(v)simulate the incursion of a manned aircraft nearby the area of operation;

(vi)simulate the incursion of another UAS in the area of operation;

(vii)select the safeguard mechanism relevant to the situation;

(viii)resume manual control of the UAS when the use of automatic systems renders the situation dangerous; and

(ix)apply the recovery method following a deliberate (simulated) loss of the C2 link.

(e)Briefing, debriefing and feedback:

(i)shut down the UAS and secure it;

(ii)carry out a post-flight inspection and record any relevant data on the general condition of the UAS (its systems, components, and power sources);

(iii)conduct a review of the UAS operation; and

(iv)identify situations where an occurrence report is necessary, and complete the occurrence report.

ADDITIONAL THEORETICAL KNOWLEDGE OF SUBJECTS FOR THE EXAMINATION FOR SUBCATEGORY A2

(a)By passing the additional theoretical knowledge examination, the remote pilot should demonstrate that they:

(1)understand the safety risks linked with a UAS operation in close proximity to uninvolved people or with a heavier UA;

(2)are able to assess the ground risk related to the environment where the operation takes place, as well as to flying in close proximity to uninvolved people;

(3)have a basic knowledge of how to plan a flight and define contingency procedures; and

(4)understand how weather conditions may affect the performance of the UA.

(b)The theoretical knowledge examination should cover aspects from the following subjects:

(1)meteorology:

(i)the effect of weather on the UA:

(A)wind (e.g. urban effects, turbulence);

(B)temperature;

(C)visibility; and

(D)the density of the air;

(ii)obtaining weather forecasts;

(2)UAS flight performance:

(i)the typical operational envelope of a rotorcraft, for fixed wing and hybrid configurations;

(ii)mass and balance, and centre of gravity (CG):

(A)consider the overall balance when attaching gimbals, payloads;

(B)understand that payloads can have different characteristics, thus making a difference to the stability of a flight; and

(C)understand that each different type of UA has a different CG;

(iii)secure the payload;

(iv)batteries:

(A)understand the power source to help prevent potential unsafe conditions;

(B)familiarise with the existing different kinds of battery types;

(C)understand the terminology used for batteries (e.g. memory effect, capacity, c-rate); and

(D)understand how a battery functions (e.g. charging, usage, danger, storage); and

(3)technical and operational mitigations for ground risk:

(i)low-speed mode functions;

(ii)evaluating the distance from people; and

(iii)the 1:1 rule.

THEORETICAL KNOWLEDGE EXAMINATION FOR THE CERTIFICATE OF REMOTE PILOT COMPETENCY AND OF THE REMOTE PILOT THEORETICAL KNOWLEDGE FOR STSs The theoretical knowledge examination to obtain a ‘certificate of remote pilot competency’ in subcategory A2 of the ‘open’ category (according to point UAS.OPEN.030(2)(c)) and the ‘certificate of remote pilot theoretical knowledge’ for STSs (as per Attachment A to Chapter I of Appendix 1 of the UAS Regulation) should be conducted:

(1)as a face-to-face examination at the facilities of the competent authority, or of the entity that is designated by the competent authority (if that entity issues the certificate), or of the entity recognised by the competent authority (if the certificate is issued by the competent authority); or

(2)through an online-proctored examination provided by the competent authority, or the entity that is designated by the competent authority (if that entity issues the certificate), or the entity recognised by the competent authority (if the certificate is issued by the competent authority). The examination provider should provide the participants in the exam with a clear procedure on how to conduct such an examination as well as with a system that:

(a)allows the adequate verification of the identity of the person that takes the examination;

(b)provides a method to verify that the person that takes the examination does not use during the examination support other than that specified in the examination procedure (e.g. computer traffic data lock and monitoring to prevent screen sharing, mirroring and remote desktop, video and room sound analysis).

REMOTE PILOT COMPETENCIES REQUIRED TO OBTAIN A CERTIFICATE OF REMOTE PILOT COMPETENCY A remote pilot may obtain the additional theoretical knowledge that is needed to pass the additional theoretical examination for a certificate of remote pilot competency via competency-based training that covers aspects related to non-technical skills in an integrated manner, taking into account the particular risks associated with UAS operations. Competency-based training should be developed using the analysis, design, development, implementation, and evaluation (ADDIE) principles. The competency may be acquired by one of the following two ways:

(a)Self-study, such as:

(1)reading the manual or leaflet provided by the UA manufacturer;

(2)reading related information or watching instructional films; and

(3)obtaining information from others who have already experience in flying a UA.

(b)Study in a training facility. A remote pilot may also undertake this study as classroom training, e-learning or similar training at a training facility. Since this training is not mandated by the UAS Regulation, the national aviation authorities (NAAs) are not required to approve the training syllabi.

DIFFERENCE BETWEEN SUB-CATEGORIES A2 AND A3 Subcategory A2 addresses operations during which flying close to people is intended for a significant portion of the flight. The minimum distance ranges from 30 m to 5 m from uninvolved people. 5 m is only allowed when there is an active low-speed mode function on the UA, and the remote pilot has conducted an evaluation of the situation regarding the weather, the performance of the UA and the segregation of the overflown area. Sub-category A3 addresses operations that are conducted in an area (hereafter referred to as ‘the area’) where the remote pilot reasonably expects that no uninvolved people will be endangered within the range of the unmanned aircraft where it is flown during the mission. In addition, the operation must be conducted at a safe horizontal distance of at least 150 m from residential, commercial, industrial or recreational areas.