UAS Test Site Documentation Structure and SOP Flashcards
Reviewed Quarterly to ensure SOP is understood, up to date, and followed during all operations.
Who has document authority over the SOP?
Matt Scassero
What is the UMD-UASM-210?
Airworthiness Evaluation Process: AWE-P The -210 establishes the standards by which aircraft are evaluated and determined to be “airworthy”.
What is the UMD-UASM-211?
Statement of Airworthiness: SOA A -211 is the official document that establishes an aircraft’s airworthiness and is the culmination of completing the evaluation process and submitting “the packet” (-210, -212, -213 and -214) to the University of Maryland for review and approval. Pending the findings and recommendations established by completing the evaluation process prescribed within the -210 and recorded within the - 212, the Statement of Airworthiness must then be approved and signed prior to the aircraft being considered “airworthy”.
What is the UMD-UASM-212?
HAZLOG: Hazards log The -212 exists to capture the results of a given airworthiness evaluation and to provide targeted insights specifically regarding items not deemed “acceptable. Additionally, the -212 captures item specific notes (to include possible mitigations) and calculates composite risks associated with all noteworthy items.
What is the UMD-UASM-213?
Risk Matrix: RM The -213 is a product of the evaluation that establishes operational risk thresholds as a result of determined aircraft capabilities and limitations. -213’s, once established for a given aircraft, are required to be filled out prior to any/all operations of that specific system (in the relevant configuration).
What is the UMD-UASM-214?
Flight Clearance: FC The -214 is a flight clearance authorization at the Test Site level (signed by the Test Site Director) and serves as a record of all system-specific details relevant to the airframe model (configuration) being evaluated. There are two types of Flight Clearance Authorizations. Flight Clearance authorizations are completed on a case by case basis at the discretion of the Director
What are the two types of flight clearance authorizations for an airworthiness?
Interim Flight Clearances allow the operations team to request/obtain approval to complete functional check flights for the purposes of ongoing prototype development and/or the completion of airworthiness evaluation items requiring in-flight observation. Operational Flight Clearances are approved once all evaluation items are addressed and serve as a recommendation to UMD for the approval of a Statement of Airworthiness.
What is the UMD-UASM-200?
Safety Management Systems: SMS To establish and set forth safety management systems for the implementation and sustainable operation of the University of Maryland UAS Test Site’s Unmanned Aerial Systems (UAS) and associated equipment.
Who has document authority over the SMS and ASO-CL?
James Alexander
What is the UMD-UASM-201?
Aviation Safety Officer Checklist: ASO-CL Due to the nature of aviation and the purposes for which the UAS Test Site conducts operations, checklists are necessary to ensure safe, effective and sustainable operations. Those individuals who have been designated as an Aviation Safety Officer (ASO) must employ this checklist prior to and during operations.
What is the UMD-UASM-100?
Standard Operation Procedures: SOP To establish and set forth standardized operational guidance regarding the functional aspects of the UAS Test Site’s day-to-day operations to include the implementation and sustainable operation of the Test Site’s unmanned aircraft systems and associated equipment.
Where can all Test Site Documents be found?
On Box
SOP 1: The Standardization Initiative and Airmanship Principles-
The UAS Test Site Operations Team declares to: 1. Fully know and understand all aircraft and equipment we operate and maintain; to include their capabilities and limitations in normal and non-normal scenarios. 2. Ensure all operators know their capabilities, their limitations and personal habits that effect safety (rushing, impulsive, communication barriers, personal issues, financial issues). These items will be regularly discussed and reinforced through proper training and risk management. 3. Know each and every project’s environment, the airspace, the forecast weather, any ground considerations and the overall scope of operations. 4. Know each team (and team member), conduct briefings, use observers, communicate (actively and effectively), be positive and resolve conflicts quickly and fairly (focus on system not the person). 5. Know the risks and always conducts a thorough risk assessment. 6. Stay proficient, practice and conduct ‘dry runs’ of complex operations, and scenario-based training for emergencies. 7. Have the discipline to keep up to date on the latest safety and operational knowledge, including technical information regarding our platforms.
SOP 2: *Organizational Structure* Test Site Director-
The Director holds full control over the UAS Test Site and is the final approval authority concerning operational focus, project execution, business development, risk mitigation, and new technology integration/purchasing. The Director will take advisement from other members of the UAS Test Site team (specifically the Chief of Safety and the Chief Pilot) regarding the execution and focus of operations/training.
SOP 2: *Organizational Structure* Chief of Safety-
The Chief of Safety is responsible for the establishment of adequate safety management systems covering the scope of operations performed by the Test Site. The Chief of Safety will be a “competent person” in the UAS field with a functional understanding of aviation practices as well as the UAS Test Site-owned systems and their general operation in order to create and implement effective risk identification and mitigation protocols. Additionally, he/she will manage aspects of the UAS Test Site’s ESOP and maintain a library of relevant OSHA policies. The Chief of Safety advises the Chief Pilot and the Director of program deficiencies and identified hazards to include recommended/required actions and mitigations.
SOP 2: *Organizational Structure* Chief Pilot-
The Chief Pilot is the primary liaison to the Director, the Chief of Safety, Project Managers and the Operations Team; advising on operational readiness, asset availability, barriers to project completion and capability gaps. Additionally, the Chief Pilot is the custodian of The UAS Test Site’s operational manuals and policies; ensuring their effectiveness and availability while providing recommendations to the Director and/or Chief of Safety regarding changes/improvements to procedural doctrine, crew and equipment management and necessary improvements to all aspects of operation. The UAS Test Site Chief Pilot works directly with the Chief of Safety to ensure operational practices are in keeping with the Test Site’s Safety Management Systems (SMS)(UMD-UASM-200-SMS) and initiates changes to operational protocols based on any/all safety deficiencies identified or improvements recommended by the Chief of Safety. The Chief Pilot for the Test Site is responsible for the execution of all flight events and the management of the UAS Test Site Operations Teamworking directly with and advising those team members to ensure all operational standards are met and the overall readiness of the program is adequately managed. The Operations Lead must maintain a high level of proficiency on all Test Site owned systems/sensors and are, themselves, a functional member of the Ops Team.
SOP 2: *Organizational Structure* Test Site Operations Team-
Members of the UAS Test Site’s Operations Team are responsible for the mobilization of equipment (travel) and execution of system operations in support of Test Site projects. This includes but is not limited to the operation of: •Ground Transportation Vehicles(Mobile Ops Center) •Unmanned Aircraft Systems(UAS)•Unmanned Surface Vehicles (USV) (Watercraft) •Sensors for Data Capture (Remote Sensing)including but not limited to: -Video -Photo/Photogrammetry -EO/IRo -LiDAR *In most cases team members will be required to maintain proficiency in the operation of multiple systems
SOP 3: *Operational Overview* Test Site Operations can be separated into the following three categories-
1.UMD UAS Test Site Flight Operation (e.g. research projects, flight demonstrations, training/currency, etc.) 2.Consulting/Observing (e.g. another company’s Part 107 operation) 3.Technology Demonstration –a sufficient Technology Readiness Level (TRL) is required to be considered a technology demonstration. Projects must be fully tested/vetted by UMD prior to scheduling a technology demonstration with observers
SOP 4: *Individuals Authorized to Operation Test Site Aircraft* Employees of the UAS Test Site who-
(1) hold a remote pilot certification as dictated by 14 Code of Federal Regulation (CFR) Part 107 Small Unmanned Aircraft. (2) have been directly assigned to the UAS Test Sitein an operational capacity, validated by an Operational Appointment Letter(Appendix A); (3) have received a UAS Test Siteprogram orientation(Section 6 andAppendix B); (4) have completed the relevant, pre-requisite system training (Section 13-15 (as applicable)) with the necessary entrees recorded in their Individual flight record (Section 7) and; (5) comply with the necessary currency requirements defined within this SOP.
SOP 4: *Individuals Authorized to Operation Test Site Aircraft* Those individuals (herein referred to as “Visiting Personnel”) who-
(1) hold a remote pilot certification as dictated by 14 Code of Federal Regulation (CFR)Part107 Small Unmanned Aircraft. (2) have been directly assigned to a UAS Test Siteproject(s)in an operational capacity; (3) have received a UAS Test Siteprogram orientation(Section 6 andAppendix B); (4) have received an Operational Appointment Letter(Appendix A) and; (6) have completed the relevant, pre-requisite system training (Section 13-15 (as applicable)) with the necessary entrees recorded in their Individual flight record (Section 7). A UAS Test Site RPIC, qualified on the relevant aircraft, is required to be on site during all Temporary Personnel operations.
SOP 5: *Aircrew Roles and Responsibilities* Remote Pilot in Command (RPIC)-
The RPIC has final authority over the operation of the UAS to include validating and maintenance/serviceability of the aircraft and associated equipment as well as ensuring the security of sensor components prior to launch and are regarded as the overall authority of any flight to which they are assigned. An RPIC must be designated before each flight and their selection should be based on qualification, currency and experience level. The Ops Team is authorized to assign qualified RPIC’s to each flight at their own discretion. Depending on the complexity of the system being flown and the airspace in which the operation takes place, the certification requirements for the RPIC may vary. For flights operated under an FAA COA, the crew requirements are clearly stated in the COA approval. For operations in segregated airspace (Restricted Areas, Warning Areas, etc.), the military authority or range commander will set the crew certification requirements. Under no circumstances will the requirements set by the airspace authority (FAA or military) be relaxed without written approval from the airspace authority.
SOP 5: *Aircrew Roles and Responsibilities* Competency vs Designation-
The UAS Test Site’s intent is to train all Ops Team members to the highest level on their respectively assigned aircraft and equipment. As such, it is possible (and likely) that some or all members of a given flight crew will be qualified and could effectively be designated to the RPIC position. It is important that this responsibility be directly assigned to a single individual for every flight and that person be clearly identified in the mission brief. Provided that more than one individual may hold the aptitude and qualification to be designated as an RPIC, it is important for all crew members to recognize who has been identified as the RPIC for a given mission and to defer to their intent and direction throughout the execution of the flight. The RPIC will have the final say in all aspects concerning the flight to include, altitude changes, heading adjustments, early flight termination and any other necessary deviation from the briefed flight plan. While it is technically possible that the designated RPIC may change during the flight the UAS Test Site prohibits any change to the RPIC after the aircraft is airborne
SOP 5: *Aircrew Roles and Responsibilities* Access and control-
The RPIC does not have to be in direct control of the aircraft but must remain within the immediate proximity of operations to ensure they can obtain control quickly if needed. To this extent, the RPIC should be on the external (hand) controls (or system equivalent) as this position has the most direct line of control to the aircraft. Qualifications needed: •Must meets all requirements outlined in Section 3 UMD-UASM-100-SOP16 •Must be trained and approved as an Aircraft Operator(AO) *system specific Once approved by an Instructor, and all other relevant qualifications are verified, an RPIC designation will be reflected in the individual’s flight records.
SOP 5: *Aircrew Roles and Responsibilities* Aircraft operator (AO)-
Personnel assigned to a flight who have direct contact with the aircraft flight controls (via hand controls or Ground Control Station (GCS)) are considered an Aircraft Operator (AO). This position works as a member of the flight crew to maintain safe flight operations and ensures the proper data is being recorded. The core function of the AO is to safely operate the aircraft. Additionally, AOs must be familiar with specific aircraft assembly and maintenance. Qualifications needed: •Must meets all requirements outlined in Section 3 •Must have completed the required coursework and training requirements associated with the specific airframe being operated.*Training must be documented in the individual’s Operator Flight Record (OFR)(Sec.) specifically with a written designation on their UMD-UASR-101.*system specific
SOP 5: *Aircrew Roles and Responsibilities* Sensor Package/Payload Operator (PO)-
A portion of flight operations within the UAS Test Site are performed to facilitate a data acquisition function. To that extent, the aircraft will typically be configured with one (or more)sensor payloads. These sensors have the potential to be just as complex (if not more so) than the aircraft that is carrying them. As such, it is important to ensure the payload equipment is properly operated and maintained. A Sensor Package/Payload Operator will be assigned to all flights where the sensor being flown is sufficiently complicated and/or presents an additional load of responsibilities to the Aircraft Operator that would inhibit the safe operation of the aircraft or otherwise present a hazard(Teaming).PO’s will operate as a member of the flight crew and work with the RPIC/AO to ensure proper use of the payload and the adequate collection of the desired data. While the RPIC will still maintain full authority over the flight itself, it is important that these two positions work as a team to ensure the flight is not only safe but effective in the mission. Qualifications needed:•Training on the associated sensor package.
SOP 5: *Aircrew Roles and Responsibilities* Test Site Instructor (TSI)-
Instructors are responsible for the instruction and evaluation of all operational positions as defined within this SOP, FAA/ICAO regulation and the appropriate aircraft manual(s). The UAS Test Site has been known to conduct both, internal and external training events. Operators who are qualified and approved as Test Site Instructors may work interchangeably, conducting training events as a service as well as maintaining the core competencies of the UAS Test Site’s internal operators. It is the goal of the UAS Test Site that all operators eventually be qualified as Instructors on their respective systems, however, the technical aspects of UAS equipment can vary greatly and the required knowledge base may be too specialized or intensive for all members to achieve an Instructor designation. In addition, certain manufacturer’s may recommend that only “approved” personnel instruct the operation of their system. In addition to operational instruction, Instructors will be responsible for administering academic training. (section)Qualifications needed: •Must be approved as an Aircraft Operator(AO) *system specific •Must be approved as aRemote Pilot in Command (RPIC) *system specific •Must be designated in writing by the Director
SOP 5: *Aircrew Roles and Responsibilities* Visual Observer (VO)-
A VO’s primary function is to maintain visual contact with the aircraft during flight and immediately vocalize any hazards that may arise to the Remote Pilot in Command. When necessary, a two-way radio will be used to facilitate a clear line of communication between the observer(s) and the RPIC. When necessary, Visual Observers will be placed at appropriate intervals to ensure 100% visual coverage of the planned flight area. Part 91 COA Operations: The VO is responsible for scanning the area around the Unmanned Aircraft(UA) for potentially conflicting traffic and assisting the RPIC with navigational and situational awareness. The VO must be positioned to assist the RPIC in complying with the see and avoid requirements of FAR 91.111, 91.113, and 91.115. The VO may also be assigned to assist the RPIC in operating beyond the visual line-of-sight limit. “Daisy chaining” of VOs for BVLOS operations can only be done when the transfer procedures are approved by the airspace authority. For flights operated under an FAA COA, the crew requirements are clearly stated in the COA approval. For operations in segregated airspace (Restricted Areas, Warning Areas, etc.), the military authority or range commander will set the crew certification requirements. Under no circumstances will the requirements set by the airspace authority (FAA or military) be relaxed without written approval from the airspace authority. Enhancement devices (binoculars) cannot be used for Visual Observer duties, though may be used for situational awareness if at least one VO maintains unaided visual contact with the UAS. The VO name shall be documented within the flight log entry Section. Part 107 Operations: FAR Part 107 does not require a VO for normal operations. However, for added safety during complex or hazardous operations, a VO is required for all airport and night operations conducted by the Test Site. In these cases, (and any case in which the ASO has determined that a VO is warranted), the VO procedures are the same as those listed above for COA operations. The VO name shall be documented with the flight log entry. *RPICs should never deliberately plan a flight beyond their own visual line of sight unless absolutely necessary and properly coordinated/approved in support of a project.
SOP 5: *Aircrew Roles and Responsibilities* Aviation Safety Officer (ASO)-
The ASO provides safety oversight (similar to a quality assurance role) for all UMD UAS operations. The ASO serves as a direct representative of the Chief of Safety and therefore has the authority to order termination of flight or ground operations if they detect an unsafe condition. The ASO can also serve as the RPIC or the VO. An ASO is designated as “ASO for Airport Operations” or “ASO for Non-Airport Operations.” This distinction is used to set a higher minimum level of experience for airport operations. What is the difference in requirements? More information to include a breakdown of ASO processes and tools are provided within the UAS Test Site Safety Management System (UMD-UASM-200-SMS).
SOP 7: *UAS Test Site Program Orientation* When is an orientation process required, and what it it’s goal?
The UAS Test Site’s program orientation process must be completed by all newly appointed team members within 30 days of their assignment (hire date). The intent of this program is to promote standardization and sustainment of each individual’s integration into the team and their effectiveness performing all aspects of their position from field operations to daily administrative functions.
SOP 7: *UAS Test Site Program Orientation* What is the orientation process?
Phase 1: Initial Briefing The Initial Briefing will be given by the UAS Test Site Chief Pilot. Minimum areas to be briefed include: •Organizational Structure– Covering the current configuration of functional positions within the UAS Test Siteand the individuals who currently hold those positions (Section 2). Specific details will be given regarding the purview and authority of each position and where the individual fits within the structure. •Roles and Responsibilities– Focusing specifically on the individual, this portion of the briefing will outline the responsibilities of their position; placing emphasis on daily schedules, expectations and standards of task completion. While this information should be formally briefed, follow-up discussions are encouraged to ensure all questions and concerns are articulated and addressed to the furthest possible extent. •Resources Available– Focusing, in a general sense, on the resources available for the team member to tap into in order to complete day-to-day functions and mission preparation to include: o Pre-defined Workflows o Supporting Team Members and UAS Test Site Offices facilities o Procurement Processes •AuthorizedAccess–Concerning both physical and electronic access to UAS Test Siteequipment and program documentation. The incoming team memberwill be briefed on where and how to access all relevant items. Keys and credentials will be issuedas necessary. Phase 2: UAS Test Site Program Documentation Review (UMD-AIRF-01) During Phase 2, team members will be familiarized with UAS Test Site’s program guidance. This familiarization process involves an initial read through of all relevant manuals to include: •SPEC-UASM-100-SOPStandard Operating Procedures •SPEC-UASM-200-SMS Safety Management SystemThis review can be completed as individual study but should be led by the Chief Pilotwhenever Possible. Phase 3: Systems and Equipment Overview Incoming team members will be provided a hands-on overview of all systems and associated equipment that they may be required to operate, maintain and otherwise interact with. This phase is intended to serve as a primer for individual equipment training as well as to help the team member conceptualize the scope of their responsibilities regarding specific operations/workflows. Items that may be covered within this overview include: UMD-UASM-100-SOP21 •Storage Facility –Location & Access (If applicable) •Mobile Operations Center Loadout (if applicable)•UAS Overview (Storage, Components) •Sensor Overview (Storage, Components)Throughout the entire orientation process, individuals are encouraged to ask questions and engage in all dialogue necessary to ensure clear comprehension of the UAS Test Site’s programs and operational capacity; to include, their roles within those workflows.
SOP 8: *Operator Management and Teaming* What is the self-assessment for determining if you’re safe to fly?
“IM SAFE” To facilitate an effective discussion, a self-check is built into the mission briefing and risk assessment process. This self-check is a popular method within aviation circles known as the “IM SAFE” checklist, which is an acronym designed to call attention to the following areas: •(I)llness–Am I fighting an illness? What are my symptoms? How do they affect my abilities •(M)edication–Am I taking any medication? How do they affect my abilities? •(S)tress –Am I under any unduepressure? Do I feel anxious? •(A)lcohol –Have I been drinking within the last 8 hours? Any residual effects? •(F)atigue –Do I feel tired? Is it difficult to concentrate on the task at hand? •(E)motion–Am I dealing with strong/erratic emotions perhaps as a result of a recent life event?
SOP 8: *Operator Management and Teaming* Drug and alcohol use-
Alcohol- The UAS Test Site team members will not perform operational duties for a minimum of 10hours after the last drink consumed and until no residual effects remain. Marijuana- The use of any marijuana or ingestible THC products is prohibited. Tobacco- Smoking and use of tobacco products have been known to degrade physical performance, including vision; however, these effects are nominal and have not been determined to qualify as an “impairment” to the user. While the UAS Test Site does not impose specific limitations on tobacco use, team members are discouraged from smoking and the regular use of tobacco products for the benefit of their overall well-being.
SOP 8: *Operator Management and Teaming* Team endurance, Duty Day, Rest Period, Exemptions-
- Duty Day: The duty day for the UMD UAS Test Site operations is not to exceed 10 hours. a. A “Duty Day” is defined as the time elapsed between the start of the crew day and the end of the crew day. Start and end times occur when the crewmember arrives/departs work.(Commute?) 2.Rest Period: Each assigned flight operation must accommodate at least 10 consecutive hours of rest prior to the start of a duty day. 3.Exemptions: On a case by case basis, waivers for an extension of the crew day may be approved in advance by the Test Site Director. a. In no case shall the crew day exceed 18 hours
SOP 10: *Requirements and Guidance for Flight Operations* Preflight Requirements- Operators shall: check the following prior to all flight events:
-Notices to Airmen (NOTAMs) and Temporary Flight Restrictions (TFRs) -Bird hazard conditions for local area -AWOS/ATIS for airport operations-Safety Issues
SOP 10: *Requirements and Guidance for Flight Operations* Preflight Requirements- The ASO shall complete what checklist, and have what documents on hand for the RPIC?
complete the ASO checklist with the participation of all necessary crewmembers prior to the conduct of any UAS operations. Additionally, the Operations Binder (see Appendix H) and the Aircraft Manual and Checklist(when in existence) must be located in proximity to the RPIC during all preflight checks and flight operations.
SOP 10: *Requirements and Guidance for Flight Operations* Prohibited Operations-
The following operations and/or maneuvers are prohibited: -Aerobatic maneuvers involving over 60 degrees angle of bank or 30 degrees of pitch. -Flight over individuals other than flight crew or mission participants unless authorized. -Excessive loiter in proximity to personal property or individuals. -Unnecessary flight over personal property. -Filming or recording of data that is not part of the approved operation.
SOP 11: *Operational Reporting Requirements* What are daily situation reports on deployment days?
Information flow from the field back to the Test Site is critical during deployments for team situational awareness. The RPIC leading the deployment shall send a brief daily Sitrep to all Test Site staff at the conclusion of each day’s activities. Sitreps can be in the form of a short e-mail. Below is the minimum list of information required in a daily sitrep: -Summary of current day’s operations and any issues encountered -Plan for next day’s operations -Current issues and concerns
SOP 11: *Operational Reporting Requirements* UAS incident and accident definitions-
A UAS incident is defined as an event in which deviations from normal or planned operations or procedures occur. Incidents may result in minimal damage to the system or property but damage is not the only metric for defining an incident. Examples include “Flyaways”, off-site landings, hard landings, and uncommanded deviations to the flight plan. A UAS accident is defined as an event in which the UAS suffers loss or substantial damage or when personnel are injured as a result of the UAS operation. Examples include an aircraft crash, loss of an Unmanned Aircraft, crew injuries from spinning propellers, etc.
SOP 11: *Operational Reporting Requirements* Reporting requirement for accidents and indicants-
The reporting requirement for incidents is generally limited to individuals within the University of Maryland while accidents in most cases require outside reporting based on the nature of the operation and rule set under which operations were being conducted when the accident occurred (e.g.COA, 14 CFR Part 107, etc.). The requirements for UAS incident/accident reporting are specified in 14 CFR 107.9 (FAA), applicable COAs (FAA), and 49 CFR 830 (NTSB). The Chief Pilot will handle all reporting to the FAA and/or NTSB. In the event of asignificant incident or any accident, the RPIC is required to follow the incident/accident checklist provided in Appendix F to ensure all items are completed. In general, the following procedures must be followed by crewmembers: 1.Notify 911 and/or other appropriate emergency services as required. 2.Secure the area to limit further injuries and damage to property. This includes shutting off the UAS and attending to any fires. 3.Provide first aid to injured personnel. 4.Work quickly but efficiently as several items are time critical. If possible, delegate some reporting/notification responsibilities to others and document to whom those responsibilities were delegated. 5.Direct all public inquiries to the Test Site Director. 6.After the scene is secure and the situation allows, the Aviation Safety Officer (ASO) will notify the following people in the order listed below: a.Chief Pilot b.Chief of Safety c.Test Site Director d.Communications Coordinator
SOP 12: *Operational Reporting Requirements* What are the following actions that need to be taken to ensure the privacy requirements of the Test Site are met?
The UMD UAS Test Site will take the following actions to achieve the objectives above. -Prior to commencing flight operations for the first time in an area the UMD UAS Test Site will reach out to local officials, local airports to inform them of the nature of flights anticipated. -No UMD UAS Test Site operation will have as its mission intentionally collecting the personal information of individuals in the general public where they have an expectation of privacy to include imagery, phone, wireless or other electronic emissions that might contain personal information. UMD-UASM-100-SOP29 -In the event that personal information is unintentionally collected, UAS Test site operators will ensure that o The information is not used in any manner by test site operators. o The information is not transmitted outside of the UAS Test Site or its customers. -Sensor data will be treated as follows: o Generally speaking, sensor data that is not associated with specific research (normally radar, ADS-B, telemetry, etc.) will be destroyed after 14 days. o In the event that a customer requires retention of the data beyond that point, the customer or the UAS test site will be required to certify the following: ▪The data contains no personal information of anyone in the general public in which they have a reasonable expectation of privacy. ▪The personal information that has been inadvertently detected has been destroyed or obscured, or ▪That permission of the persons in question has been obtained to retain the personal data. -The UMD UAS Test Site will o Make the privacy policy publicly available if requested, and o Provide a mechanism to receive and consider comments from the public on this policy. o Conduct an annual review to ensure that Test Site operations are in compliance with the stated privacy procedures.
SOP 14: *Required Documents for UAS Operations* What are the required in-hand documents for operations?
14 CFR PART 107 CERTIFICATION Per FAA regulation, all The UAS Test Site operators must have been issued a Part 107 Certificate and must maintain a copy on them during all operations. THE UASTEST SITEMANUALS UMD-UASM-100-SOP| Standard Operating Procedures UMD-UASM-200-SMS | Safety Management Systems UMD-UASM-201-ASO-CL | Aviation Safety Officer Checklist UMD-UASM-202-PAP-CL| Pre-Accident Plan Checklist
SOP 18: *Initial Qualification Training* All employees who will participate in operations with any platform will need qualification training with that platform. What are the three training curriculums that will be provided for each qualification?
CLASSROOM TRAINING: Classroom training will cover a base knowledge of the specific aircraft platform, maintenance procedures, flight planning, and emergency procedures. All participants in this training will be given access to all training material for reference and study purposes. FLIGHT TRAINING: Flight training will be required to be completed by all UAS Test Site employees that will be partaking in the physical operation of any Test Site owned UAS platforms. Flight training will ensure all employees understand all materials that encompass successful flight operations. “CHECK RIDE” EVALUATION: After a minimum of three instructed flights an employee will be evaluated by an authorized Instructoron all1000and 2000series tasks covered during the instructed flights(See section 14). The Instructor will provide an individual “GO”/”NO-GO” evaluation for each task covered. If a trainee receives a “NO-GO” on any evaluated task, the results of the check-ride will be classified as a “Fail” and he/she must receive proper re-training on the noted deficiency. Retraining could be as simple as a post-flight debrief whereby the proper operation for the failed item is covered and the Trainee can verbally articulate the correct response/procedure. The Instructor may re-test a Trainee as many times as necessary for as tasks to be completed to standard.
SOP 19: *Proficiency Levels* What are the proficiency qualification levels?
PROFICIENCY LEVEL 3(QUALIFICATION TRAINING) 1000SERIES TASKS: Proficiency level 3 tasks are base level flying tasks that are required to be completed by each employee prior to moving onto Proficiency Level 2 tasks. PL 3 tasks are annotated as 1000 series task. They will ensure that an employee is proficient and knowledgeable about operation of the specific platform. Each platform will have specific tasks that will be required dependent on the complexity of the system. PROFICIENCY LEVEL 2(MISSION TRAINING) 2000SERIES TASKS: Proficiency level 2 consists of mission level flying tasks that are required to be completed by each employee prior to being designated as PL1. PL 2 tasks are labeled as 2000 series task. They will ensure that an employee is proficient and knowledgeable about operation of specific payloads, and how to utilize the payloads to conduct specific missions. Each payload and mission set will have specific tasks that will be required dependent on the complexity of the system. PROFICIENCY LEVEL 1(CONTINUATION TRAINING):Proficiency Level 1 employees are capable of operating specific mission sets that they have satisfactorily completed all tasks associated. As a PL1 operator they have been deemed proficient to perform missions without an Instructor on-site. The amount ofPL1 operators within the Ops Team will be a determining factor on the capacity of an organization to complete simultaneous operations. An operator who has been designated PL1 will be required to complete an annual proficiency review. Employees are responsible to maintain their currency in all tasks required to obtain PL1. If a PL1 crewmember is ever found to have a deficiency in 1000 or 2000 series tasks they must receive retaining and a satisfactory rating by an Instructor prior to reestablishing PL1status. Continuation Training will require operators to continue further knowledge and development in the specified platforms they are designated. Instructors may add additional training to a PL1’s training plan as necessary at their discretion. This can include but is not limited to: Firmware upgrades, New payload sensors, Hardware upgrades, and new mission sets offered for services. PL1 operators should also consider academic area studies to become more knowledgeable on FAA, Federal, State, and Local UAS regulations.
