Unmanned Aircraft Systems (UAS)

OPERATIONS MANUAL
Operator ID: GBR-OP-WKH76PN4CHTN

This Operations Manual covers the following aircrafts:

DJI Phantom 3 Pro DJI Phantom 4 Pro DJI Inspire 2

DJI Mavic 2 DJI Spark

This document is a combined Safety and Operations Manual. It covers all of the appropriate aspects
of Bournemouth University Higher Education Corporation’s UAS operations and satisfies the
requirements for the Civil Aviation Authority’s (CAA) Operational Authorisation PDRA01.

ISSUE NUMBER: Issue 1.7 – 31/03/2022

DOCUMENT AUTHOR: Dr Andy Harrison
ACCOUNTABLE MANAGER: Mr James Andrews
 Bournemouth University UAS Operations Manual

© Copyright Bournemouth University 2022

All rights reserved. Copies of this publication may not be reproduced for personal, company or
organisational use without the expressed permission of Bournemouth University.

Amendment record

ISSUE AMENDMENT APPROVED BY

DATE AMENDMENTS INCORPORATED
NUMBER AUTHOR ACCOUNTABLE MANAGER
Issue 0.1 27/01/2017 1st Draft for internal review.

Issue 0.2 31/01/2017 2nd Draft for internal review.

Issue 1.0 13/02/2017 First Edition of Bournemouth University

SUAS Operations Manual.

Issue 1.1 01/12/2017 Addition of new drone – change DJI

Phantom 4 to DJI Inspire 2:
Part A Sections 2.1, 3, 9; Appendices 4, 6
Update Insurance Certificates:
Appendix 2.
Issue 1.2 25/06/2018 Amendment of Part A Section 16.1 to clarify
training requirements for non-commercial
operations.
Issue 1.3 28/02/2019 Update to Referenced Documents to
include ‘Air Navigation (Amendment)
Orders 2018 and 2019’: Part A Section 3.
Update ANO to include amendments as per
‘Air Navigation (Amendment) Orders 2018
and 2019’: Part A Section 11.
Remove reference to ‘Person in Charge’:
Part A Section 11.6.
Remove reference to ‘PFAW’: Part A Section
11.9.
Issue 1.4 18/02/2020 Updates to referenced documents.
Addition of ‘Non-commercial operations’
Appendix 5.
References to ‘Non-commercial operations’
appendix throughout document, where
relevant.
Addition of Pilots-In-Command to Part A
Section 6.
Addition of statement stipulating only
working during daylight hours: Part A
Section 2.1.
Minor amendments to reflect latest ANO
terminology, where necessary.
Issue 1.5 19/02/2021 Name on cover page changed to
‘Bournemouth University Higher Education
Corporation’.
Changed all references of ‘Permission for
Commercial Operations’ to ‘Operational
Authorisation PDRA01’

Copyright © Bournemouth University 2022 Issue 1.7 – 31/03/2022 Page i

 Bournemouth University UAS Operations Manual

Updates to referenced documents: Part A

Section 3.
Changed all references to Accountable
Manager name from ‘Jim’ to ‘James’
Andrews, to match Operator ID.
Changed all references of ‘SUAS’ or ‘Small
Unmanned Aircraft Systems’ to ‘UAS’ or
‘Unmanned Aircraft.
Added paragraph to Part A Section 7
defining ‘Remote Pilot’, in accordance with
CAP 722.
Changed all references of ‘Pilot-In-
Command’ to ‘Remote pilot’.
Updated Part A Section 11 to reflect recent
legislative changes and implementation of
the UAS Implementing Regulation
2019/947; UK consolidated text (CAP
1789A)
Issue 1.6 10/03/2022 Removed Shaun Osborne from ‘Nominated
Personnel’: Part A Section 6
Updated Referenced Documents: Part A
Section 3
Update Insurance Certificates:
Appendix 2.
Issue 1.7 31/03/2022 Changed Operator ID from OP-HW5DV4S to
GBR-OP-WKH76PN4CHTN
Removed CAP 393 from referenced
documents: Part A Section 3
Reference to ‘small unmanned aircraft’
changed to ‘UAS’: Part A Section 11.2
Changed 20kg to 25kg in relation to UAS
max take-off mass: Appendix 5 Section 4
Added section on GDPR: Part A Section 18

Copyright © Bournemouth University 2022 Issue 1.7 – 31/03/2022 Page ii

Bournemouth University UAS Operations Manual

Commitment of Accountable Manager

Safety is our priority and takes precedence over any other consideration; our mission is to operate to
the highest standards and comply with all regulations and obligations stipulated by the CAA and this
Operations Manual.

All operations will be carried out in accordance with the issued Operational Authorisation PDRA01 and
abide by the requirements of ANO2016 - 2020 Amendment and UAS Implementing Regulation
2019/947 (as retained in UK Law).

No drone operation will be undertaken without valid insurance.

Our commitment to safety is evidenced by using the following procedures:

• Qualified personnel

• Ongoing specific training

• Currency requirements

• Maintenance

• Risk management

This Operations Manual describes the organisation, aircraft systems, personnel, flight operations and
procedures by which Bournemouth University Higher Education Corporation (hereafter referred to as
Bournemouth University) carries out its Unmanned Aircraft System (UAS) operations.
It is accepted that the content of this document does not override the necessity of reviewing and
complying appropriately with any new or amended regulation as published from time to time by the
Civil Aviation Authority.

Signed…………………………………………………………………………… Date: 31/03/2022

Accountable Manager: Mr James Andrews
Chief Operating Officer

For and on behalf of Bournemouth University.

Copyright © Bournemouth University 2022 Issue 1.7 – 31/03/2022 Page iii

Bournemouth University UAS Operations Manual

Contact details
Enquiries regarding the content of this document should be addressed to:

Operations Manual Author: Dr Andy Harrison

Bournemouth University
Department of Life and Environmental Sciences
Christchurch House, Fern Barrow, Poole, Dorset, BH12 5BB
Email: andyharrison@bournemouth.ac.uk

Copyright © Bournemouth University 2022 Issue 1.7 – 31/03/2022 Page iv

Bournemouth University UAS Operations Manual

CONTENTS

Amendment record ........................................................................................................................ i

Commitment of Accountable Manager .........................................................................................iii
Contact details ..............................................................................................................................iv
PART A – ORGANISATION AND OPERATIONAL CONTROL ............................................................... 1
INTRODUCTION ................................................................................................................................. 2
1. CONTENTS ................................................................................................................................. 2
2. INTRODUCTORY STATEMENT, INCLUDING OUTLINE OF OPERATIONS ...................................... 2
2.1 Outline of operations ........................................................................................................ 2
3. DEFINITIONS, ABBREVIATIONS AND REFERENCED DOCUMENTS .............................................. 3
4. DOCUMENT CONTROL AND AMENDMENT PROCESS ................................................................ 3
ORGANISATION ................................................................................................................................. 5
5. STRUCTURE OF ORGANISATION AND MANAGEMENT LINES .................................................... 5
5.1 Management lines ............................................................................................................ 5
6. NOMINATED PERSONNEL ......................................................................................................... 6
7. RESPONSIBILITIES OF THE REMOTE PILOT................................................................................. 7
8. RESPONSIBILITIES OF SUPPORT PERSONNEL (OBSERVERS) ....................................................... 8
9. UAS TECHNICAL SPECIFICATIONS AND ROLES ........................................................................... 8
10. AREA OF OPERATION ............................................................................................................ 9
OPERATIONAL RESTRICTIONS ......................................................................................................... 10
11. OPERATING LIMITATIONS AND CONDITIONS ...................................................................... 10
11.1 Visual line of sight (VLOS) – CAP 722 Section 2.1.1 ......................................................... 10
11.2 Protection of third parties – CAP 722 Section 2.1.3 ........................................................ 10
11.3 Categories of operation – CAP 722 Section 2.2 ............................................................... 13
11.4 Classes of UAS – CAP 722 Section 3.1.............................................................................. 18
11.5 Adherence to UK law ....................................................................................................... 20
OPERATIONAL CONTROL................................................................................................................. 22
12. SUPERVISION OF UAS OPERATIONS .................................................................................... 22
13. ACCIDENT PREVENTION AND FLIGHT SAFETY PROGRAMME .............................................. 22
13.1 Safety policy .................................................................................................................... 22
13.2 Organisational safety training ......................................................................................... 22
13.3 Incident investigation and Mandatory Occurrence reporting ......................................... 22
14. FLIGHT TEAM COMPOSITION .............................................................................................. 24

Copyright © Bournemouth University 2022 Issue 1.7 – 31/03/2022 Page v

Bournemouth University UAS Operations Manual

15. OPERATION OF MULTIPLE TYPES OF UAS ............................................................................ 25

16. QUALIFICATION REQUIREMENTS AND CURRENCY .............................................................. 25
17. CREW HEALTH ..................................................................................................................... 26
18. GENERAL DATA PROTECTION REGULATION ........................................................................ 26
19. LOGS AND RECORDS ........................................................................................................... 27
PART B – OPERATING PROCEDURES ............................................................................................ 28
1. FLIGHT PLANNING / PREPARATION ......................................................................................... 29
1.1 Determination of intended task and feasibility ............................................................... 29
1.2 Operating site location and assessment .......................................................................... 30
1.3 Risk management ............................................................................................................ 31
1.4 Communications ............................................................................................................. 31
1.5 Pre-notification ............................................................................................................... 32
1.6 Site permissions .............................................................................................................. 32
1.7 Weather forecasts ........................................................................................................... 32
1.8 Preparation and serviceability of equipment and UAS .................................................... 33
2. ON-SITE PROCEDURES AND PRE-FLIGHT CHECKS .................................................................... 36
2.1 On-site Survey ................................................................................................................. 36
2.2 Selection of operating areas and alternate ..................................................................... 36
2.3 Flight team briefing ......................................................................................................... 36
2.4 Cordon procedure ........................................................................................................... 37
2.5 Communications ............................................................................................................. 37
2.6 Weather checks ............................................................................................................... 38
2.7 Charging and fitting of batteries ..................................................................................... 38
2.8 Loading of equipment ..................................................................................................... 38
2.9 Preparation and correct assembly of UAS ....................................................................... 38
2.10 Pre-flight and post-flight checklists ................................................................................. 39
3. FLIGHT PROCEDURES .............................................................................................................. 40
3.1 Start-up procedure .......................................................................................................... 40
3.2 Take-off procedure.......................................................................................................... 40
3.3 In-flight procedure .......................................................................................................... 40
3.4 Landing procedure .......................................................................................................... 40
3.5 Shutdown procedure ...................................................................................................... 40
4. EMERGENCY PROCEDURES ..................................................................................................... 41
4.1 Emergency procedures for Bournemouth University UAS .............................................. 41

Copyright © Bournemouth University 2022 Issue 1.7 – 31/03/2022 Page vi

 Bournemouth University UAS Operations Manual

4.2 Fire .................................................................................................................................. 44

4.3 Accidents ......................................................................................................................... 45
PART C – TRAINING .................................................................................................................... 46
PART D – APPENDICES ................................................................................................................ 48
APPENDIX 1 – OPERATIONAL AUTHORISATION PDRA01 .............................................................. 49
APPENDIX 2 – INSURANCE .......................................................................................................... 53
APPENDIX 3 – HEALTH AND SAFETY POLICY STATEMENT ............................................................. 56
APPENDIX 4 – OPERATIONAL FORMS, CHECKLISTS AND LOGBOOKS ............................................ 58
APPENDIX 5 – OPEN CATEGORY OPERATIONS ............................................................................. 67

Copyright © Bournemouth University 2022 Issue 1.7 – 31/03/2022 Page vii

Bournemouth University UAS Operations Manual

PART A – ORGANISATION AND OPERATIONAL CONTROL

Copyright © Bournemouth University 2022 Issue 1.7 – 31/03/2022 Page 1

Bournemouth University UAS Operations Manual

INTRODUCTION
1. CONTENTS
The Contents Table on Page v outlines the structure and content of the Operations Manual.

2. INTRODUCTORY STATEMENT, INCLUDING OUTLINE OF OPERATIONS

This document is a combined Safety and Operations Manual. It covers all of the appropriate aspects
of Bournemouth University’s UAS operations and satisfies the requirements for the Civil Aviation
Authority’s (CAA) Operational Authorisation PDRA01.
This Operations Manual describes the organisation, aircraft systems, personnel, flight operations and
procedures by which Bournemouth University carries out its UAS operations. All such operations will
be conducted in compliance with any Operational Authorisation granted by the CAA and all
Bournemouth University personnel involved in any such operations must fully adhere to all
operational instructions contained within this manual.

OPEN CATEGORY OPERATIONS

The primary aim of this document is to satisfy the requirements for the CAA’s Operational
Authorisation PDRA01, and the document should be read as such. However, Bournemouth
University personnel also undertake UAS operations that fall outside the requirement of an
Operational Authorisation; in particular, in relation to student projects and research activities.
Accordingly, Bournemouth University personnel involved in such operations are directed to
Appendix 5, which outlines the operational requirements relating to Open category UAS
operations, with references to specific sections of this main document, where relevant.

2.1 Outline of operations

The table below summarises the types of UAS operations undertaken by Bournemouth University
personnel and the aircraft used for each type of operation. See Section 9 for a brief technical
description of each UAS.
NOTE: All UAS operations are to be undertaken during daylight hours only.

Operation type Aircraft utilised Payload fitted

General commercial work All Integrated HD camera
Photogrammetry All Integrated HD camera
River corridor surveys
All Integrated HD camera
Geospatial mapping, Orthomosaic, DEM

Copyright © Bournemouth University 2022 Issue 1.7 – 31/03/2022 Page 2

 Bournemouth University UAS Operations Manual

Operation type Aircraft utilised Payload fitted

Vegetation surveys
All Integrated HD camera
Geospatial mapping, Orthomosaic, DEM
Non-commercial work (see Appendix 5) Various – as per Open category
Various
Student projects, academic research UAS classes

3. DEFINITIONS, ABBREVIATIONS AND REFERENCED DOCUMENTS

Below is a list of abbreviations used in this Operations Manual.

Abbreviation Full title

UAS Unmanned Aircraft System
CAA Civil Aviation Authority
ATC Air Traffic Control

Below is a list of referenced documents.

Reference Full title Version and Date

CAP 382 The Mandatory Occurrence Reporting Scheme July 2021
CAP2038A00 Air Navigation: The Order and Regulations Version 6, 3rd February 2022
CAP 722 Unmanned Aircraft System Operations in UK Airspace - Guidance Version 8, 5th November 2020
Air Navigation Order 2020 Amendment – Guidance for unmanned aircraft
CAP 2013 Version 1, 17th December 2020
system users
CAP 1789A The UAS Implementing Regulation 2019/947; UK consolidated text Version 5, 14th December 2021
DJI Phantom 3 Professional User Manual V1.8, March 2016
DJI Phantom 3 Professional Intelligent Flight Battery Safety Guidelines V1.0, November 2015
DJI Inspire 2 User Manual V1.4, July 2017
DJI Inspire 2 Intelligent Flight Battery Safety Guidelines V1.0, January 2017
DJI Phantom 4 Pro User Manual V1.4, October 2017
DJI Phantom 4 Pro Intelligent Flight Battery Safety Guidelines V1.0, October 2016
DJI Mavic 2 User Manual V2.0, April 2019
DJI Mavic 2 Intelligent Flight Battery Safety Guidelines V1.0, July 2018
DJI Spark User Manual V1.6, October 2017
DJI Spark Intelligent Flight Battery Safety Guidelines V1.2, July 2017
DroneDeploy DroneDeploy Documentation (Online) Live resource
DMAC The Drone and Model Aircraft Code (Online) November 2021

4. DOCUMENT CONTROL AND AMENDMENT PROCESS

All amendments to this Operations Manual are to be made by Andy Harrison and must be recorded in
the amendment record table found at the front of this document. Each amendment is identified with

Copyright © Bournemouth University 2022 Issue 1.7 – 31/03/2022 Page 3

Bournemouth University UAS Operations Manual

an Issue Number, Date, Amendments Incorporated and Amendment Author header. The Accountable
Manager will sign off all amendments to this document.
The CAA will be informed of all major updates, such as new aircraft or pilots. All Bournemouth
University personnel involved in UAS operations will be informed of any changes to this Operations
Manual and they must maintain a current up-to-date version either in electronic or paper format.

Copyright © Bournemouth University 2022 Issue 1.7 – 31/03/2022 Page 4

Bournemouth University UAS Operations Manual

ORGANISATION
5. STRUCTURE OF ORGANISATION AND MANAGEMENT LINES
Bournemouth University is a Higher Education Corporation, established in 1992, with its main campus
located in neighbouring Poole. The university currently has more than 18,000 students and almost
2,000 staff employed throughout academic, admin and professional services.
Along with a comprehensive education and research programme, Bournemouth University supports
numerous professional consultancies engaging in a range of specialist field survey operations;
including Bournemouth University Global Environmental Solutions (BUG) and Bournemouth
University Archaeology (BUARC).

Organisation Name: Bournemouth University

Organisation Type: Higher Education Corporation
Organisation Registration Number: N/A
Country of Registration: United Kingdom

Bournemouth University has the following insurance policies (see Appendix 2 for certificates):

Employers Liability: £50,000,000 (expires 31/07/2022) – QBE Insurance (Europe) Limited

Public and Products Liability: £50,000,000 (expires 31/07/2022) – U.M. Association Limited

• Includes cover for Unmanned Aerial Vehicles (see Appendix 2)

Professional Indemnity: £10,000,000 (expires 31/07/2022) – U.M. Association Limited

5.1 Management lines

The Vice Chancellor has overall responsibility for all Health and Safety at Bournemouth University.
However, in practice, many specific areas are delegated to the Chief Operating Officer. With specific
regard to UAS operations outlined within this Operations Manual, the ‘Accountable Manager’ is the
Chief Operating Officer, Mr James Andrews. An organogram showing the organisational structure of
the personnel highlighted in Section 6 is provided below.

Copyright © Bournemouth University 2022 Issue 1.7 – 31/03/2022 Page 5

Bournemouth University UAS Operations Manual

6. NOMINATED PERSONNEL
The following key personnel are listed for the safe operation, maintenance and administration of all
commercial UAS operations within Bournemouth University. The remote pilot on any one flight will
be dependent on the job specification and work stream. When not acting as remote pilot for a
particular flight, those listed below as remote pilot may act as support personnel (Observers).

Accountable Manager Mr James Andrews

Qualification N/A

Flyer ID N/A

Telephone Number +44 (0)1202 965060

Email Address andrewsj@bournemouth.ac.uk

Copyright © Bournemouth University 2022 Issue 1.7 – 31/03/2022 Page 6

Bournemouth University UAS Operations Manual

Remote Pilot / Chief Pilot Dr Andy Harrison

Qualification CAA approved Remote Pilot Authorisation (3iC)

Flyer ID FLY-4NGT3R

Telephone Number +44 (0)1202 968261

Email Address andyharrison@bournemouth.ac.uk

Remote Pilot Mr Andrew Ford

Qualification CAA approved Remote Pilot Authorisation (3iC)

Flyer ID FLY-MRMWYS

Telephone Number +44 (0)1202 961104

Email Address aford@bournemouth.ac.uk

Remote Pilot Mr Tom Stone

Qualification CAA approved Remote Pilot Authorisation (3iC)

Flyer ID FLY-SX5VL4

Telephone Number +44 (0)1202 524111

Email Address stonet@bournemouth.ac.uk

Remote Pilot Mr Michael Sunderland

Qualification CAA approved Remote Pilot Authorisation (3iC)

Flyer ID FLY-PZGRF2

Telephone Number +44 (0)1202 524111

Email Address msunderland@bournemouth.ac.uk

7. RESPONSIBILITIES OF THE REMOTE PILOT

The guidance document CAP 722 defines a remote pilot as ‘a natural person responsible for safely
conducting the flight of an unmanned aircraft by operating its flight controls, either manually or, when
the unmanned aircraft flies automatically, by monitoring its course and remaining able to intervene
and change the course at any time’.

Copyright © Bournemouth University 2022 Issue 1.7 – 31/03/2022 Page 7

Bournemouth University UAS Operations Manual

Below is an outline of the responsibilities associated with the role of remote pilot. All Bournemouth
University personnel acting as remote pilot must be fully aware of their role and responsibilities as
highlighted below:

• Overall responsibility for a safe operation.

• Before take-off, take all reasonable steps so as to be satisfied that the flight can be safely
made, taking into consideration the flight route, weather forecasts, and any obstacles or
hazards identified.

• Supervision of support personnel (Observers) and the operation of the UAS.

• Provision of a briefing to ensure all support personnel (Observers) are aware of their
responsibilities.

• Ensuring all required paperwork is completed, including Flight, Maintenance, Battery and
Incident Logs (Appendix 4).

• Ensuring the Pre-Survey and On-site Survey (Appendix 4) are completed correctly.

• Ensuring the aircraft is only operated within the stated limitations for that particular aircraft.

• Ensuring all commercial work is completed within the limitations stated in the Operational
Authorisation PDRA01.

• Ensuring that the aircraft used is airworthy by completing the Pre-flight Checklist (Appendix
4).

• Ensuring that the welfare of themselves or others is not compromised by any planned
operations.

8. RESPONSIBILITIES OF SUPPORT PERSONNEL (OBSERVERS)

Below is an outline of the responsibilities associated with the role of support personnel (Observers),
where used and fully briefed. All crew members acting as support personnel (Observers) must be fully
aware of their role and responsibilities as highlighted below:

• Ensuring operational safety.

• Ensure the position of the UAS is known at all times.

• Ensure the remote pilot is aware of all relevant developing situations.

• Maintain constant visual look out for public and aircraft encroachments.

• Ensure members of the public do not encroach on operational area.

9. UAS TECHNICAL SPECIFICATIONS AND ROLES

Copyright © Bournemouth University 2022 Issue 1.7 – 31/03/2022 Page 8

Bournemouth University UAS Operations Manual

Bournemouth University operates a total of 9x DJI quadcopters (UAS1 – UAS9). See the table below
for details on the payload associated with each UAS. Each of these aircraft may be utilised for all of
the operations outlined in Section 3.

Role / Use
UAS Make / Model Payload
(Section 0)
UAS1 DJI Phantom 3 Professional Integral gimbal + HD camera All
UAS2 DJI Phantom 3 Professional Integral gimbal + HD camera All
UAS3 DJI Phantom 3 Professional Integral gimbal + HD camera All
UAS4 DJI Phantom 3 Professional Integral gimbal + HD camera All
UAS5 DJI Inspire 2 Integral gimbal + HD camera, NIR sensor All
UAS6 DJI Phantom 4 Pro Integral gimbal + HD camera All
UAS7 DJI Phantom 4 Pro Integral gimbal + HD camera, NIR sensor All
UAS8 DJI Mavic 2 Integral gimbal + HD camera All
UAS9 DJI Spark Integral gimbal + HD camera All

Full technical specifications of all UAS models can be found within the User Manuals (see Section 3).

10. AREA OF OPERATION

Bournemouth University UAS operations will take place throughout the UK; subject to the operating
limitations and conditions outlined within the Air Navigation Order and Operational Authorisation
PDRA01 (see Section 11 below).
Work areas may include (or may encompass), but not be limited to:

• Open countryside
• River corridors
• Archaeological sites
• Roads / Railway lines
• Building sites
• Mining operations
• Forested areas
• Coastal regions
• Conservation areas

Copyright © Bournemouth University 2022 Issue 1.7 – 31/03/2022 Page 9

Bournemouth University UAS Operations Manual

OPERATIONAL RESTRICTIONS
11. OPERATING LIMITATIONS AND CONDITIONS
All operations will be carried out in accordance with the issued Operational Authorisation PDRA01 and
abide by the requirements of ANO2016 - 2020 Amendment (CAP 2013) and UAS Implementing
Regulation 2019/947 (as retained in UK Law) (CAP 1789A).
The guidance document produced by the CAA ‘Unmanned Aircraft System Operations in UK Airspace
– Guidance’ (CAP 722) consolidates and summarises the requirements outlined within the two pieces
of legislation above (CAP 2013 and CAP 1789A).
CAP 722 is an exhaustive document and should be referred to alongside this document for full details
in advance of undertaking Bournemouth University UAS operations. However, several of the key
points are summarised below. Text in italics represents excerpts from the relevant chapter of the CAP
722 guidance document.

11.1 Visual line of sight (VLOS) – CAP 722 Section 2.1.1

All Bournemouth University UAS operations will be undertaken within ‘Visual line of sight’ (VLOS)
unless specifically authorised otherwise by the CAA within an Operational Authorisation to undertake
‘Beyond visual line of sight’ (BVLOS) or ‘Extended visual line of sight’ (EVLOS) operations.
Operating within Visual Line of Sight (VLOS) means that the remote pilot must be able to clearly see
the unmanned aircraft and the surrounding airspace at all times while it is airborne. The key
requirement of any flight is to avoid collisions and a VLOS operation ensures that the remote pilot is
able to monitor the aircraft’s flight path and so manoeuvre it clear of anything that it might collide
with. While corrective lenses may be used, the use of binoculars, telescopes, or any other forms of
image enhancing devices are not permitted. Putting things in very simple terms, when operating VLOS,
the aircraft must not be flown out of sight of the remote pilot’s eyes.
The CAA will normally accept that the VLOS requirement is met when the UA is flown out to a distance
of 500 metres horizontally from the remote pilot, but only if the aircraft can still be seen at this
distance.
The ‘operating height’ is limited to a maximum distance of 400 feet (120 metres) from the closest point
of the earth’s surface…unless when overflying certain obstacles (see CAP 722 Annex A Paragraph
A1.1.3). However, there is scope for the CAA to authorise flight at greater heights, via an operational
authorisation (see CAP 722 Annex B), if the CAA is satisfied that this can be achieved safely.

11.2 Protection of third parties – CAP 722 Section 2.1.3

Under ANO 2016 article 241, ‘no person may recklessly or negligently cause or permit an aircraft to
endanger any person or property’. This article does, of course, also apply to the endangerment of
manned aircraft with an unmanned aircraft (because manned aircraft are ‘property’) and the
occupants of manned aircraft (because they are still ‘persons’).

Copyright © Bournemouth University 2022 Issue 1.7 – 31/03/2022 Page 10

Bournemouth University UAS Operations Manual

Similarly, ANO 2016 article 240 requires that ‘a person must not recklessly or negligently act in a
manner likely to endanger an aircraft, or any person in an aircraft’.

Key points to note when considering the safety of third parties:

• Fly defensively and with the expectation that control of the UAS could be lost without notice

• Reduce the harmful characteristics of the UAS to people

• Minimise the UAS’s mass wherever possible or use a smaller/lighter UA

• Use a UAS with design features that reduce harm

• Do not fly at excessive speeds when close to people

• Check that the UAS is in a safe condition to fly

• Consider the environmental factors that may aggravate the potential for loss of control or loss
of propulsion

• Consider the use of additional operating personnel to warn uninvolved people immediately
following any loss of control or propulsion

• Make use of any available technology or safety features which may reduce the risk of harm if
control is lost

Uninvolved persons
The primary focus for UAS operations is the protection of people that are not a part of the flying
operation (i.e. third parties). Within the UAS regulations, they are referred to as ‘uninvolved persons’.
An uninvolved person is a person that does not take part in the UAS operation, either directly or
indirectly, such as:

• Spectators or any other people gathered for sport activities or other mass public events for
which the UAS operation is not the primary focus;

• People sitting at a beach or in a park or walking on a street or on a road.

A person may be considered to be ‘involved’ in a UAS operation if they:

• are solely present for the purpose of participating in the flight operation; or

• have given explicit consent to the UAS operator or to the remote pilot to be part of the UAS
operation (even indirectly as a spectator or just accepting to be overflown by the UAS); and

Copyright © Bournemouth University 2022 Issue 1.7 – 31/03/2022 Page 11

Bournemouth University UAS Operations Manual

• have received from the UAS operator or from the remote pilot clear instructions and safety
precautions to follow in case the UAS exhibits any unplanned behaviour. Such persons could
include building-site or other industrial workers, film and TV production staff and any other
pre-briefed, nominated individuals with an essential task to perform in relation to the event.

In principle, this means that an involved person must:

• be able to decide whether or not to participate in the UAS operation;

• broadly understand the risks involved;

• have reasonable safeguards introduced for them, introduced by the site manager, the UAS
operator or the remote pilot during any UAS operation; and

• be expected to follow the directions and safety precautions provided.

Vehicles, vessels and structures

The regulations are focussed on the safety of uninvolved persons and so there are no specific minimum
distances set down for separation from ‘vehicles, vessels and structures’.
However, this does not imply that there are no limits to consider at all. In many cases, vehicles, vessels
and structures will still have persons inside them who need to be protected. There are two important
points to consider:

• The current ‘endangerment’ regulation in the Air Navigation Order (article 241), still applies,
and so it is an offence to ‘endanger’ such property with an unmanned aircraft;

• The prescribed separation distances from uninvolved persons still apply to persons that are
occupants of any vehicle, vessel or structure. Therefore, the relevant limitations for separating
from persons must still be applied, unless the remote pilot can be certain that they are either:

• unoccupied, or;
• in the case of structures, the remote pilot can be certain that the occupants will still be
protected.

Additionally, the overall security and privacy situation must also be considered. There may be buildings
in the area where it would be inadvisable, from a security or privacy standpoint, to be flying close to
without first obtaining permission to do so.

Congested areas

Copyright © Bournemouth University 2022 Issue 1.7 – 31/03/2022 Page 12

Bournemouth University UAS Operations Manual

As part of the aim to protect uninvolved persons, flights within areas that are used for residential,
commercial, industrial or recreational purposes (i.e. areas that are densely populated or likely to be
occupied by large numbers of persons) have additional operational limitations placed on them.
UAS flights within these ‘congested’ areas may only be undertaken:

• by UA that are deemed to be small enough to not present a hazard;

• by UA that have been built to specific product safety standards;

Note: in both of the cases above, additional remote pilot competency requirements may also
be required.
or,

• if authorised by the CAA.

Assemblies of people
Assemblies of people have been defined by an objective criterion related to the possibility for an
individual to move around in order to limit the consequences of an unmanned aircraft that has become
out-of-control.
There are no strict numbers defined above which a ‘group of people’ would turn into an ‘assembly’ of
people as different situations would result in different conclusions. An assembly must be evaluated
qualitatively, based on the ability of people within that group to ‘escape’ from any risk posed by the
UAS operation.
Qualitative examples of assemblies of people are:

• sporting, cultural, religious or political events;

• beaches or parks on a sunny day;

• commercial streets during the opening hours of the shops;

• ski resorts/tracks/lanes;

• music festivals and concerts;

• marches and rallies;

• parties, carnivals and fêtes.

11.3 Categories of operation – CAP 722 Section 2.2

Copyright © Bournemouth University 2022 Issue 1.7 – 31/03/2022 Page 13

Bournemouth University UAS Operations Manual

UAS operations are regulated in a manner that is proportionate to the level of risk that the individual
operation presents. This ‘risk and operation centric’ approach means that each operation will fall into
one of three operating categories; Open, Specific or Certified.

Open category – CAP 722 Section 2.2.1

FOR FULL DETAILS OF OPEN CATEGORY RESTRICTIONS AND REQUIREMENTS, PLEASE REFER TO CAP
722 ANNEX A.

The Open category covers operations that present a low risk to third parties. Operations within this
category are conducted within a set of basic and pre-defined limitations and do not require any further
authorisation by the CAA. The overall concept of the Open category is that it should be simple and
straightforward for the user to understand.

Any remote pilot may fly within the Open category.

Restrictions on operations are primarily based on 1) the proximity of the UAS to uninvolved persons
and 2) the class of UAS being flown (see Section 11.4).

OPERATIONAL BOUNDARIES

Open category operations are bounded by three main factors:

• the maximum take-off mass/flying weight of the unmanned aircraft must be less than 25kg;

• the unmanned aircraft must be operated within VLOS (unless operating in accordance with the
procedure described at [CAP 722] A1.1.1); and
• the unmanned aircraft must not be flown further than 400 feet (120 metres) from the closest
point of the surface of the earth (unless operating in accordance with the procedure described
at [CAP 722] A1.1.3);

All three of these factors must apply for an Open category operation. If not, then the operation must
be conducted under the requirements of the Specific category instead.

OPEN CATEGORY SUBCATEGORIES

Copyright © Bournemouth University 2022 Issue 1.7 – 31/03/2022 Page 14

Bournemouth University UAS Operations Manual

The Open category is then further divided down into three operational ‘subcategories’, primarily based
on the proximity of the unmanned aircraft to uninvolved persons while in flight, as follows:

• A1 (fly ‘over’ people) – Operations in subcategory A1 can only be conducted with unmanned
aircraft that present a very low risk of harm or injury to other people due to their low weight,
or their type of construction, or because they are a ‘toy’ (i.e. they are ‘inherently harmless’).
But for privacy and security reasons, flight over assemblies of people is not permitted.
Note: For a transition period until 31 December 2022, some ‘legacy’ unmanned aircraft with a
mass that is less than 500g may also be used in subcategory A1, provided that the remote pilot
has successfully completed an additional competency examination (the A2 CofC as described
in [CAP 722] 4.2.3.1.2) in order to mitigate the increased risk.

• A2 (Fly ‘close to’ people) – Operations in subcategory A2 can only be conducted with some
very particular types of unmanned aircraft. These types must be compliant with a particular
product safety standard which allows use in the A2 subcategory (see [CAP 722] 2.3.1.3 below),
although a transition period also permits the restricted use of some other types (see Note).
Flights can be conducted to a minimum safe horizontal distance of 30 metres from uninvolved
persons, and this can be further reduced to 5 metres horizontally when the system’s ‘low-speed
mode’ is selected. In addition, the remote pilot must have successfully completed an additional
competency examination (the A2 CofC as described in [CAP 722] 4.2.3.1.2) in order to operate
in this subcategory.
Note: For a transition period until 31 December 2022, some ‘legacy’ unmanned aircraft with a
mass that is less than 2kg may also be used in subcategory A2, but they cannot be flown within
a horizontal distance of 50 metres from uninvolved persons. The remote pilot must also have
successfully completed the same A2 CofC examination.

• A3 (Fly ‘far from’ people) – This category covers the more general types of unmanned aircraft
operations. The unmanned aircraft may only be flown in areas that are completely clear of
uninvolved persons and may not be flown within 150 metres horizontally of areas that are used
for residential, commercial, industrial or recreational purposes.

CLASSES OF UAS PERMITTED

The following list indicates the classes of UAS (see Section 11.4) that are permitted to be operated
within each subcategory of the Open category:

Class C0 - may be flown in all subcategories.

Class C1 - may be flown in all subcategories.

Copyright © Bournemouth University 2022 Issue 1.7 – 31/03/2022 Page 15

Bournemouth University UAS Operations Manual

Class C2 - may only be flown in subcategories A2 or A3.

Class C3 - may be flown in subcategory A3 only.
Class C4 – may be flown in subcategory A3 only.

PERSONNEL REQUIREMENTS

Subcategory A1

• UAS Operator must be registered (unless UA is a toy / unable to capture personal data)

• Remote pilot competence

o Class C1:
▪ DMARES online learning and obtain Flyer ID
o A1 Transitional:
▪ DMARES online learning and obtain Flyer ID
▪ A2 CofC (Certificate of Competence)

Subcategory A2

• UAS Operator must be registered

• Remote pilot competence

o DMARES online learning and obtain Flyer ID
o A2 CofC (Certificate of Competence)

Subcategory A3

• UAS Operator must be registered

• Remote pilot competence

o DMARES online learning and obtain Flyer ID

Specific category – CAP 722 Section 2.2.2

FOR FULL DETAILS OF SPECIFIC CATEGORY RESTRICTIONS AND REQUIREMENTS, PLEASE REFER TO CAP
722 ANNEX B.

The Specific category covers operations that present a greater risk than that of the Open category, or
where one or more elements of the operation fall outside the boundaries of the Open category.

Copyright © Bournemouth University 2022 Issue 1.7 – 31/03/2022 Page 16

Bournemouth University UAS Operations Manual

The key element of the Specific category is that the UAS operator is required to hold an operational
authorisation, which has been issued by the CAA.
This operational authorisation will be based on the CAA’s evaluation of a safety risk assessment that
has been produced by the UAS operator or, in some circumstances, has been ‘pre-defined’ and
published by the CAA.
The operational authorisation document sets out the privileges and limits of the operation. Given the
name of the category, each operational authorisation is specific to the named UAS operator and is
dependent on the risk assessment and evidence supplied to the CAA by that operator.

Only remote pilots listed within this operations manual are permitted to fly within the Specific
category.

This operations manual satisfies the CAA requirement for an Operational Authorisation PDRA01,
which uses the Pre-Defined Risk Assessment UKPDRA01 – Operations within 150 metres of any
Residential, Commercial, Industrial or Recreational Areas for UAS with a Maximum Take-Off Mass of
less than 25kg.

The operating limitations of UKPDRA01 are summarised below:

WHAT?
This PDRA is designed to enable VLOS operations with UAS in the areas that are likely to be more
‘congested’ than the areas where subcategory A3 operations are permitted. It provides the same
operating privileges to those previously available under a ‘Permission for Commercial Operations’.

WHEN?
UKPDRA01 enables the following operations:

• VLOS only, maximum 500 metres horizontally from remote pilot; use of a UA observer situated
next to the remote pilot, is permitted

• Maximum height not to exceed 400 feet above the surface

• Flight permitted within 150 metres of any Residential, Commercial, Industrial or Recreational
Area for UAS.

• No flight within 50 metres of any uninvolved person, except that during take-off and landing
this distance may be reduced to 30 metres.

• No flight within FRZs unless permitted by the relevant aerodrome

• No flight over or within 150 metres of open-air assemblies of more than 1000 persons

Copyright © Bournemouth University 2022 Issue 1.7 – 31/03/2022 Page 17

Bournemouth University UAS Operations Manual

WITH?

• UAS mass of less than 25kg (fixed wing or rotary wing to be defined)

• UAS equipped with a mechanism that makes it land in the event of loss or disruption of C2 Link

• Insurance cover to meet insurance regulatory requirements (EC 785/2004)

HOW?

• UAS Operators must produce an operations manual [this document] which details how the
flights will be conducted. CAP 722A contains further details (only the ConOps element of the
operations manual is required for this PDRA)

• All remote pilots involved in the operation must be in possession of a valid GVC (General Visual
Line of Sight Certificate)

NOTE: Transitional arrangements – remote pilot competency

UAS operators are responsible for ensuring that all remote pilots flying under the terms of their
permission are competent to do so, are kept in current flying practise and are kept fully aware of the
applicable regulations.
Until 31 December 2023 remote pilots may be used by the UAS operator if they:

• hold a GVC; or,

• hold an NQE ‘full recommendation’ obtained prior to 31 December 2020 and a valid ‘flyer ID’
that has been obtained on or after 15 December 2020; or,
• comply with one of the previously accepted Alternative Means of Compliance categories
detailed in Table 3 below, are in possession of a ‘flyer ID’ that has been obtained on or after
15 December 2020, and can demonstrate currency within the past 2 years.

From 1 January 2024 onwards, all remote pilots must be in possession of a GVC.

Certified category – CAP 722 Section 2.2.3

NOT RELEVANT TO BOURNEMOUTH UNIVERSITY UAS OPERATIONS.

11.4 Classes of UAS – CAP 722 Section 3.1

Copyright © Bournemouth University 2022 Issue 1.7 – 31/03/2022 Page 18

Bournemouth University UAS Operations Manual

UAS intended to be sold on the UK and EU market, primarily for use within the Open category are
subject to a set of product standards, which are intended to assure that that a particular UAS is safe
to be used within a designated subcategory of the Open category.
These UAS are subdivided into 5 ‘classes’ which are labelled C0 to C4, as listed below, with the lowest
class numbers presenting the lowest theoretical risk to persons:

Class C0 - (can be flown in all subcategories) Very small unmanned aircraft, including toys, that:

• are less than 250g maximum take-off mass

• have a maximum speed of 19m/s (approx. 42.5 mph)

• are unable to be flown more than 120m (400ft) above the take-off point

Class C1 – (can be flown in all subcategories) Unmanned aircraft that:

• are either:
o less than 900g maximum take-off mass, or;
o are made and perform in a way that if they collide with a human head, the energy
transmitted will be less than 80 Joules

• have a maximum speed of 19m/s (approx. 42.5 mph)

• are designed and constructed so as to minimise injury to people

The product standards also cover other aspects such as noise limits, height limits and requirements for
remote identification and geoawareness systems.

Class C2 – (can be flown in subcategory A2 [close to people] or A3 [far from people]) Unmanned aircraft
that are:

• less than 4kg maximum take-off mass

• designed and constructed so as to minimise injury to people

• equipped with a low-speed mode’ which limits the maximum speed to 3m/s (approx. 6.7 mph)
when selected by the remote pilot

The product standards also cover other aspects such as noise limits (but different from C1), height
limits and requirements for remote identification and geoawareness systems, plus additional
requirements if it is to be used during tethered flight.

Copyright © Bournemouth University 2022 Issue 1.7 – 31/03/2022 Page 19

Bournemouth University UAS Operations Manual

Class C3 – (flown in subcategory A3 [far from people] only) Unmanned aircraft that possess automatic
control modes (such as found in typical multicopter ‘drones’) which are:

• less than 25kg maximum take-off mass

The product standards also cover other aspects covering height limits and requirements for remote
identification and geoawareness systems. There are also additional requirements if it is to be used
during tethered flight, but there is no specified noise limit (because the aircraft is intended to be flown
‘far from people’).

Class C4 – (flown in subcategory A3 [far from people] only) Unmanned aircraft that do not possess any
automation, other than for basic flight stabilisation (and so are more representative of a ‘traditional’
model aircraft) which are:

• less than 25kg maximum take-off mass

The full details of the product standards for each class are set out in the Annex to the UAS DR. These
standards only apply to unmanned aircraft that are intended to be sold on the UK market, either fully
assembled or in kit form.
UAS used in the Specific category are not subject to any particular classification. Their technical
standards are dependent on the proposed type of operation and its associated risk assessment.

Transitional period – drones without a Class marking

UAS that are not allocated within a UAS Class, either because they are ‘home built’ or were placed on
the market prior to 1 January 2023 without a Class marking, may continue to be operated indefinitely,
but only within certain strict provisions, some of which are only applicable for a ‘transitional period’.
Full details of these provisions are contained in [CAP 722] Annex A, within Sections A2.1, A2.2 and A2.3
(as appropriate for each subcategory).

11.5 Adherence to UK law

The following paragraph is taken from the CAA guidance for holders of an Operational Authorisation
PDRA01 (previously Permission for Commercial Operations):
“Please note that permissions and exemptions only authorise the commercial use of a drone from a
safety perspective. Operators are still subject to rules and regulations imposed by other bodies and
organisations. These may include the emergency services, the Highways Agency and local authorities.
Before beginning a job in a particular location a permission holder should always check with all relevant

Copyright © Bournemouth University 2022 Issue 1.7 – 31/03/2022 Page 20

Bournemouth University UAS Operations Manual

bodies to establish what, if any, other restrictions apply. Operators should also be sure they understand
the rules around trespass and nuisance.”
In accordance with the above, Bournemouth University remote pilots must ensure that all relevant
stakeholders have been contacted with regard to any proposed UAS flight operations and, where
necessary, appropriate permissions (e.g. landowner) have been obtained. This should be recorded
within the Job File (see Part B Section 1 below).

Copyright © Bournemouth University 2022 Issue 1.7 – 31/03/2022 Page 21

Bournemouth University UAS Operations Manual

OPERATIONAL CONTROL
12. SUPERVISION OF UAS OPERATIONS
When in-flight, the Bournemouth University remote pilot on the day is wholly responsible for
supervising the operation of the Bournemouth University UAS. In addition; the Bournemouth
University Chief Pilot and/or Accountable Manager may monitor flight operations ad-hoc to ensure all
remote pilots adhere to the procedures outlined within this Operations Manual.

13. ACCIDENT PREVENTION AND FLIGHT SAFETY PROGRAMME

It is the goal of Bournemouth University to operate its aircraft without harm, injury or damage to any
persons or property. The Bournemouth University remote pilot will comply with all of the safety
requirements and limitations of the Operational Authorisation PDRA01, as issued by the CAA. All
members of Bournemouth University involved in UAS operations will comply with the policies and
procedures as set out within this document.

13.1 Safety policy

Bournemouth University adopts best industry practice to ensure that all of its flight operations using
UAS are carried out as safely as possible. Health and Safety is at the heart of all Bournemouth
University operations and is reflected in a comprehensive Health and Safety Policy to which all
employees must adhere. A summary Health and Safety Policy Statement is provided in Appendix 3.
Bournemouth University is committed to maintaining the highest standards of flight safety. It aims to
minimise harm to any persons or property by undertaking thorough Risk Assessment, site surveys,
crew briefings and ensuring aircraft are in operational condition through regular inspection and
maintenance regimes. By these processes Bournemouth University assures safety at all times whilst
carrying out its flight operations.

13.2 Organisational safety training

All Bournemouth University personnel involved in UAS operations will receive in-house organisational
training, relevant to their role in the flight team (Remote pilot or support personnel (Observer)), and
must follow the specific procedures set out in this Operations Manual. Training will include a technical
overview of the aircraft(s) to be used, limitations to be considered for its operation, organisational
procedures and emergency procedures.
Any incidents during UAS operations will be recorded (see Section 13.3 below), analysed, and any
findings will be fed back to the relevant personnel in the form of in-house training, as a basis for
continual professional development.

13.3 Incident investigation and Mandatory Occurrence reporting

Copyright © Bournemouth University 2022 Issue 1.7 – 31/03/2022 Page 22

Bournemouth University UAS Operations Manual

Any Incidents or Occurrences will be dealt with by Bournemouth University as detailed in Sections
13.3.1 to 13.3.4 below.

Incident handling
In the event of any Incident, the severity must be assessed. The following lists should help to identify
Minor and Major Incidents:

MINOR INCIDENTS

• Any unusual or unexpected flight behaviour from the aircraft which does not result in damage
or loss.

• Any failure of any aircraft system which does not result in damage or loss.

MAJOR INCIDENTS

• Any unusual or unexpected flight behaviour from the aircraft which results in damage or loss.

• Any significant damage to the aircraft caused by an aircraft system failure.

• Any significant danger or damage to persons, possessions or property during flight operations.

• Any public encroachments or aircraft incursions which required preventative measures to

avoid.

Incident logging
All Minor incidents should be logged in the Flight Logbook (Appendix 4, Sheet 9). Upon noting a Minor
incident the logbook should be checked for similar occurrences. If a Minor incident occurs three times
then an investigation should be initiated to identify the cause and consider implementing steps to
reduce the likelihood of this incident occurring again.
All Major incidents require an investigation as outlined in the investigation procedure (see Section
13.3.3 below) and the Incident Logbook (Appendix 4, Sheet 12) should be completed.

Investigation procedure
In order to preserve evidence and gather crucial details from persons present, it is important that the
investigation procedure begins as soon as possible. NOTE: Medical issues or actions to move away
from a dangerous situation should be completed first.
At the start of the investigation, any equipment used should be quarantined i.e. not used again until
the investigation is complete. Any investigations undertaken by Bournemouth University will result in
a report structured as shown below.
INTRODUCTION

Copyright © Bournemouth University 2022 Issue 1.7 – 31/03/2022 Page 23

Bournemouth University UAS Operations Manual

The introduction contains the context of the UAS operations, and outlines the major facts pertaining
to the incident.
DESCRIPTION OF EVENTS
This is a factual account of all events relevant to the incident, including the lead up and aftermath. Its
aim is to provide an agreed basis upon which the analysis is carried out. Facts should include:

• Timing of events.

• Personnel roles at the time of the incident.

• Mission / Operations.

• Location (both of flight crew and incident).

Importantly, any assumptions should be clearly stated and all data provided should have its
authenticity and derivation stated. If there are doubts, then these should also be clearly articulated
so that future analysis can take this into account.
ANALYSIS
The analysis of events sets out to find explanations for what is described in the description of events.
The analysis should set the scene for any conclusions and provide traceability from the facts to the
conclusions in a logical and auditable way.
CONCLUSIONS
The conclusions are derived from the analysis, which themselves are based upon the facts in the
description of events. A strong conclusion is one where traceability is good and the incident
investigation procedure can stand up to scrutiny.
RECOMMENDATIONS
The aim of the recommendations is to provide the organisations and/or personnel involved with the
required information to ensure that the incident is not repeated and future flight operations can
proceed safely.

Mandatory Occurrence reporting

Mandatory Occurrence Reporting will be completed, where necessary, as stipulated by the Air
Navigation Order (CAP2038A00, see Section 3). This states that “Any incident which endangers or
which, if not corrected, would endanger an aircraft, its occupants or any other person” is a reportable
occurrence.
The document CAP382 (see Section 3) will be the compliance document, and reporting will be carried
out utilising the Aviation Reporting Portal (ECCAIRS).

14. FLIGHT TEAM COMPOSITION

Bournemouth University UAS operation flight teams comprise a minimum of two personnel. The
remote pilot has overall responsibility for all flight operations, supported by one or more support

Copyright © Bournemouth University 2022 Issue 1.7 – 31/03/2022 Page 24

Bournemouth University UAS Operations Manual

personnel (Observers), who support the remote pilot in ensuring operational safety. See Sections 7
and 8 for full details of the responsibilities involved with both roles.
Depending on the type of operation, other supporting staff and/or the client may also be present on-
site during flight operations (see organogram below).

15. OPERATION OF MULTIPLE TYPES OF UAS

All personnel operating as remote pilot for Bournemouth University commercial UAS operations are
suitably qualified to operate any of the UAS detailed in Section 9.

16. QUALIFICATION REQUIREMENTS AND CURRENCY

All personnel operating as remote pilot for Bournemouth University UAS operations under the
Operational Authorisation PDRA01 must be at least eighteen years of age and have undertaken or
hold the following:

• General Visual Line of Sight Certificate (GVC)

NOTE: During a transitional period until 31st December 2023, remote pilots may operate under
the BU Operational Authorisation PDRA01 if they hold an existing National Qualified Entity
(NQE) Remote Pilot Authorisation certification. From 1st January 2024 onwards, all remote
pilots must hold a GVC.
• Manufacturers Operational Training Course, where required.
• Bournemouth University in-house Operational Training Course , where required.

Copyright © Bournemouth University 2022 Issue 1.7 – 31/03/2022 Page 25

Bournemouth University UAS Operations Manual

Bournemouth University remote pilots operating under the Operational Authorisation PDRA01 are
required to maintain operational currency standards by ensuring that they operate an aircraft for at
least forty-five minutes flight time every calendar month. This may be completed with training flights
or, in extreme circumstances (such as periods of adverse weather conditions), a flight simulator may
be permitted.

17. CREW HEALTH

It is the responsibility of the individual to determine if they are in a physically and mentally fit condition
to undertake Bournemouth University UAS operations. Remote pilots or support personnel
(Observers) shall not operate if they are under the influence of alcohol. Bournemouth University has
a strict no drugs policy. All Bournemouth University personnel undertaking UAS operations who are
taking prescription drugs should seek professional guidance. Any Bournemouth University personnel
undertaking UAS operations should immediately advise the remote pilot, or support personnel
(Observer) if an aircraft is in flight, if they feel unable to continue with their assigned responsibilities.
Eyesight: All remote pilots and support personnel (Observers) must be capable of clearly reading a
vehicle registration number plate from twenty metres distance using the same optical correction
system (if worn) that will be used during the flight.
All Bournemouth University remote pilots are limited to a maximum of 120 minutes of flight time in
any twenty-four hour period.

18. GENERAL DATA PROTECTION REGULATION

In accordance with Data Protection legislation (Data Protection Act 2018) and General Data Protection
Regulation (GDPR), consent should be obtained from any individual who is the focus of a video
recording in order to process his/her personal data fairly. Where a recording involves individuals other
that the main players, then, in some circumstances, the images of other individuals may constitute
personal data and GDPR may come into play, particularly where the video conveys information of
biographical significance to the individual concerned. However, where filming takes place in a public
place, the fact that a passer-by is captured in the film in the background and is able to be identified by
individuals who know him/her does not in itself make the image personal data and consent is unlikely
to be required to put the video on YouTube or incorporate it in an Open Educational Resource (OER).
If you have any questions or concerns about this policy or about data protection generally, please use
the email address dpo@bournemouth.ac.uk. Your query will be picked up by either the Data
Protection Officer or BU’s Information Office (Legal Services, working with the Data Protection
Officer), as appropriate.
For any other information on this please see the following websites for all information on the Data
Protection Act (GDPR):
www.legislation.gov.uk/ukpga/2018/12/contents
www.gov.uk/government/publications/guide-to-the-general-data-protection-regulation

Copyright © Bournemouth University 2022 Issue 1.7 – 31/03/2022 Page 26

Bournemouth University UAS Operations Manual

19. LOGS AND RECORDS

Bournemouth University will maintain up-to-date information and operational logbooks as detailed
below (examples are provided in Appendix 4, Sheets 9 to 12):

• Flight Logbook – all pertinent flight details, including:

o Remote pilot and Flight Team
o Aircraft details
o Battery levels
o Flight purpose and details
o Minor incidents
• Maintenance Logbook
• Incident Logbook
• Battery charge Logbook

Copyright © Bournemouth University 2022 Issue 1.7 – 31/03/2022 Page 27

Bournemouth University UAS Operations Manual

PART B – OPERATING PROCEDURES

Copyright © Bournemouth University 2022 Issue 1.7 – 31/03/2022 Page 28

Bournemouth University UAS Operations Manual

1. FLIGHT PLANNING / PREPARATION

Appendix 4 of this Operations Manual contains an Excel spreadsheet comprising a series of numbered
Forms and Checklists as per the list below:

1. Pre-Survey Form
2. Risk Assessment Form
3. Embarkation Checklist
4. Arrival Checklist
5. On-site Survey
6. Pre-Flight Checklist
7. Field Record Sheet
8. Post-Flight Checklist

These are designed to be printed on A4 paper and combined in numerical order into a ‘Job File’ to be
taken on-site during flight operations. These Forms and Checklists take the remote pilot through all
the procedures necessary for safe UAS operation; from the initial Pre-Survey, through the
Embarkation, Arrival, Pre- and Post-Flight Checklists.
In addition, Appendix 4 also contains the four sheets below, which are designed to be completed
electronically, as required:

9. Flight Log
10. Battery Charge Log
11. Maintenance Log
12. Incident Log

The various Forms, Checklists and Logs are referred to throughout this Operations Manual.

1.1 Determination of intended task and feasibility

Initial customer enquiries should be captured using the standard procedures for the Bournemouth
University department concerned. Enquiries may take the form of telephone, email or in-person
correspondence; however, in each case, the following details should be recorded as a minimum:

• Contact details
• Work required

Copyright © Bournemouth University 2022 Issue 1.7 – 31/03/2022 Page 29

Bournemouth University UAS Operations Manual

• Date and time constraints

• Location of work (National Grid Reference, if possible)

• Landowner details
• Other nearby air users (if known)

• Price expectations

• Any other relevant information

An official quotation for the required services should be produced, based upon the information
provided above. Upon acceptance of the quotation by the client, a ‘Job File’ should be created to
include the job specification and quotation, along with the relevant Forms and Checklists contained in
sheets 1 to 8 of Appendix 4.
This ‘Job File’ will be taken on-site whilst flight operations are undertaken and will be retained for at
least three years for future reference.

1.2 Operating site location and assessment

On determination of the task required from the client, the Pre-Survey Form (Appendix 4, Sheet 1)
should be completed with all pertinent site details (e.g. airspace classification, access permissions,
obstructions, hazards, etc). Experienced Bournemouth University personnel can complete the form
using the following information sources:

First hand resources

• Client Information

• Current relevant aeronautical charts

Online resources

• NotamInfo – Airspace charts and NOTAM info plotted on maps

• SkyWise – Online latest safety alerts

• Dronesafe – Includes Flight Restriction Zones map.

• Noflydrones – Unmanned aircraft flight planning for drone operators

• SkyVector – Online aeronautical charts

• Sky Demon – VFR flight planning and navigation software (Subscription service)

• Memory Map – Airspace map software, including mobile app (Paid service)

• NATS – Aeronautical Information Services (United Kingdom)

Copyright © Bournemouth University 2022 Issue 1.7 – 31/03/2022 Page 30

Bournemouth University UAS Operations Manual

• AeroNOTAM – Online and/or mobile app for NOTAM updates

• AeroWeather – Current (METAR) and forecast (TAF) weather. Online and mobile app

• Google Earth – Online maps for site assessment

• Google Maps – Online maps for site assessment

1.3 Risk management

The Risk Assessment process is at the forefront of all Bournemouth University field survey activities;
this includes an individual ‘Task Risk Assessment’ for the activity to be undertaken, along with a
‘Dynamic (Site Specific) Risk Assessment’ to identify any further risks on-site that were not foreseen
at the planning stage (e.g. livestock in fields, temporary hazards, pollution, hostile environment).
All UAS operations will comprise a specific UAS Risk Assessment as part of the survey planning process.
A copy of the UAS Risk Assessment form can be found in Appendix 4, Sheet 2. Bournemouth University
staff will use this form to record any potential hazards which may affect normal flight operations or
pose a risk to people or property. An Initial Risk level is assigned, according to the Severity and
Likelihood of the event to occur. Potential mitigating factors should be recorded with a view to
reducing the Severity and/or the Likelihood of occurrence. The resulting Controlled Risk is then
calculated. The following Risk Matrix outlines the Controlled Risk Levels under which flight operations
may proceed.

A Controlled Risk Level of 1 – 6 (Low Risk) is acceptable and flight operations may proceed. A
Controlled Risk Level of 8 – 12 (Moderate Risk) is acceptable; however, further mitigation measures
should be sought to reduce the risk, if possible. If further mitigation measures are not sufficient to
reduce the Controlled Risk to ‘Low’, agreement from the Accountable Manager should be sought
before any flight operations take place. A Controlled Risk Level of 15 – 25 is unacceptable and flight
operations should not proceed.

1.4 Communications
Contact telephone numbers for the following must be recorded on the On-Site Survey Form (Appendix
4, Sheet 5) before embarkation to the site. This task is best carried out at the planning stage whilst the
Pre-Survey Form is being completed. All Bournemouth University crew members must carry a fully

Copyright © Bournemouth University 2022 Issue 1.7 – 31/03/2022 Page 31

Bournemouth University UAS Operations Manual

charged mobile phone and ensure they have all of the relevant contact numbers in case of
emergencies.

• Remote pilot contact number

• Support personnel (Observer) contact number(s)

• Client contact number

• Local Police Station contact number

• Ambulance contact number

• Local Air Traffic Control contact numbers

1.5 Pre-notification
Pre-Notification is required if a planned flight operation is to take place within two and a half nautical
miles of an aerodrome or within an Aerodrome Traffic Zone. The remote pilot should contact the Local
Control Tower in person at least twenty- four hours before the planned flight to advise the controller
of the planned flight operation. Contact details for the tower should be recorded on the relevant On-
Site Survey Form (Appendix 4, Sheet 5) as part of the Job File.
If the planned flight operation is to take place in an area where there is likely to be members of the
public, it is recommended that the local police are informed. The contact number should be recorded
on the On-Site Survey Form (Appendix 4, Sheet 5).
If the flight operation is to take place in congested areas, such as housing estates, a leaflet drop must
be considered at least seven days in advance to advise members of the public of proposed flight
operations. Operations in public areas where public address systems are available require a
Bournemouth University employee to announce planned flight operations at least one hour before
commencement.

1.6 Site permissions

Bournemouth University will obtain permission from all landowners from whose land flight operations
are to be conducted. The permission will either be in the form of a printed email attached to the Pre-
Survey Form (Appendix 4, Sheet 1) or as a written signature obtained from the client captured on the
On-Site Survey Form (Appendix 4, Sheet 5). No flight operations will commence without permission
from the relevant landowners.

1.7 Weather forecasts

In the week leading up to any flight operation the Bournemouth University remote pilot will obtain
long-range weather forecasts. Twenty-four hours before the proposed flight operations, a further

Copyright © Bournemouth University 2022 Issue 1.7 – 31/03/2022 Page 32

Bournemouth University UAS Operations Manual

weather forecast will be obtained. The information from this weather forecast will either be printed
and stapled to, or written in the Pre-Survey Form (Appendix 4, Sheet 1).
The remote pilot will then review the weather forecast and, based on the aircraft limitations (e.g. do
not fly in winds exceeding 10 m/s or 22 mph), make a decision about the validity of the planned flight
operations. Weather forecasts will be obtained using the following resources:

• Met Office

• BBC Weather

• MetCheck

• AeroWeather app

1.8 Preparation and serviceability of equipment and UAS

Bournemouth University will ensure that all aircraft are kept in a serviceable condition through routine
maintenance and by using the following checklists, which can be found in Appendix 4:

• Embarkation Checklist (Sheet 3)

• Arrival Checklist (Sheet 4)
• Pre-Flight Checklist (Sheet 6)
• Post-Flight Checklist (Sheet 8)

The Bournemouth University remote pilot on the day is responsible for ensuring that all checklists are
completed correctly. The Bournemouth University remote pilot must check the Maintenance Logbook
(Appendix 4, Sheet 11) for any issues and ensure that all required flight batteries are fully charged and
ready to use before arriving at the operations site location.

Maintenance principles and regime

Only suitably qualified Bournemouth University staff or appointed service engineers can carry out
maintenance to Bournemouth University aircraft. In all cases the Maintenance Logbook (Appendix 4,
Sheet 11) must be filled in to reflect any work completed and a flight test which tests all functions
must be carried out by a qualified Bournemouth University pilot.

ROUTINE MAINTENANCE
The Pre-Flight and Post-Flight checklists (Appendix 4, Sheets 6 and 8) must be carried out by a
Bournemouth University pilot every time a Bournemouth University aircraft is operated.
Either every six months or every fifty hours of flight time, whichever comes first, the following
inspection should be carried out by a Bournemouth University qualified pilot:

• Inspect the airframe for any damage, unusual marks and security of attachments.

Copyright © Bournemouth University 2022 Issue 1.7 – 31/03/2022 Page 33

Bournemouth University UAS Operations Manual

• Inspect the motor mountings for correct tension.

• Inspect propellers for condition, unusual marks, chips, cracks and tightness of fixings.

• Inspect electrical wiring for condition, unusual marks or discolouration.

• Inspect electrical terminal fittings and plugs for secure attachment and general condition.

• Inspect attachment of all fittings such as flight controller, GPS antennae etc. for secure
attachment

• Inspect payload attachment points for condition and security of payload.

• Inspect condition and function of all ancillary equipment such as transmitter, ground station
etc.

• Test all system battery packs for charge status and general condition.

The inspection should be recorded in the Maintenance Logbook (Appendix 4, Sheet 11). If minor
problems (damaged propeller, faulty battery pack, etc.) are identified and remedied and the remote
pilot believes the aircraft is suitable to return to operational status then the work completed should
be noted in the Maintenance Logbook (Appendix 4, Sheet 11).
Where any major issues are identified (e.g. unserviceable motor, damaged airframe, etc.) then the
aircraft must undergo a full flight test regime, as shown below, once the identified fault has been
remedied.

FULL FLIGHT TEST

The system must have all functions thoroughly tested with a minimum of fifteen minutes flight time
by a qualified Bournemouth University pilot. Any abnormalities are to be recorded in the Flight
Logbook (Appendix 4, Sheet 9). If the remote pilot deems the aircraft safe to fly, then this should be
recorded in the Maintenance Logbook (Appendix 4, Sheet 11) as fit for operational use.

Software and Firmware update policy

Software and firmware updates will be applied as per the manufacturer’s instructions, with a view to
ensuring that all aircraft and ground stations have the most recent and fully operational software and
firmware available. Automatic prompts are provided when new software or firmware updates are
available for the following items:

• Aircraft
• Intelligent Flight Battery
• Remote Controller
• DJI GO mobile / tablet app
• DroneDeploy mobile / tablet app
• Operating system update for mobile / tablet

Copyright © Bournemouth University 2022 Issue 1.7 – 31/03/2022 Page 34

Bournemouth University UAS Operations Manual

In all circumstances, the upgrade should only be performed by qualified Bournemouth University
personnel or appointed service providers. All upgrade information, such as version numbers and new
functions must be recorded in the Maintenance Logbook (Appendix 4, Sheet 11).
Any upgraded system must have all functions thoroughly tested with a minimum of fifteen minutes
flight time by a qualified Bournemouth University pilot, recording any abnormalities in the Flight
Logbook (Appendix 4, Sheet 9). If the remote pilot deems the aircraft safe to fly, then this should be
recorded in the Maintenance Logbook (Appendix 4, Sheet 11) as fit for operational use.
If any doubts exist as to the new upgrade, the aircraft should be downgraded to the previous firmware
and the flight test procedure repeated. Systems with identified issues to firmware or software should
be grounded until the problem can be rectified.

Copyright © Bournemouth University 2022 Issue 1.7 – 31/03/2022 Page 35

Bournemouth University UAS Operations Manual

2. ON-SITE PROCEDURES AND PRE-FLIGHT CHECKS

2.1 On-site Survey

Upon arrival at the operating site location, the Bournemouth University remote pilot and Observer
will carry out an On-Site Survey to familiarise themselves with the local geography of the site. This is
completed by physically walking around the site to assess any hazards marked on the Pre-Survey Form.
In addition, salient features should also be recorded for future reference and/or reporting purposes.
All findings should be recorded using the On-Site Survey Form (Appendix 4, Sheet 5).
If the remote pilot feels confident that the proposed flight operations can be safely carried out, then
the operation can progress to the next stage.

2.2 Selection of operating areas and alternate

The Bournemouth University remote pilot should select a take-off and/or landing area based on the
following criteria:

• Full visual coverage of the operating site.

• Position in relation to the sun to avoid visual impairment.

• Physical obstacles such as overhanging trees, rocks, buildings, power lines, etc.

• Terrain topography; avoid steep slopes or uneven ground.

• Consider effects such as wind shear from nearby trees, buildings, etc.

• During the take-off and landing phases, the aircraft is not to be flown within 30 metres of any
buildings or persons not under the control of the remote pilot.

An alternative or emergency landing zone should also be discussed with the support personnel
(Observer) and selected. This area should be kept clear and available for a landing if the first location
becomes inaccessible.

2.3 Flight team briefing

The Bournemouth University remote pilot will deliver the flight team briefing on-site. This briefing
must be carried out before any flight operations take place. If possible, a pre-operation flight team
briefing should also be given on the day before a flight operation is to take place so that all flight team
members can be prepared on the day.
The remote pilot must cover the criteria listed below. If any crew members feel unable to complete
their assigned tasks or have reservations about the flight operation, then they must make their
concerns known at this briefing:

Copyright © Bournemouth University 2022 Issue 1.7 – 31/03/2022 Page 36

Bournemouth University UAS Operations Manual

• Check that all relevant and required crew members are present.
• Issue identification badges and hi-vis vests, if required.

• Advise flight team of take-off, landing, emergency and other operating areas.
• Confirm flight plan with the flight team.

• Advise the flight team on timescales (expected flight times, durations and quantities).

• Ensure all flight team members are aware of their individual responsibilities.

• Ensure flight team are familiar with the emergency procedures and have emergency contact
numbers.

• Ensure support personnel (Observer) is familiar with the failsafe functions.

• Check that the flight team are happy to proceed and in good health.

• Issue two-way radios, if required, and state channel to use (see Section 2.5.1).

• Check mobile phones have adequate signal for emergency use and batteries are charged.

2.4 Cordon procedure

The Pre-Survey (Appendix 4, Sheet 1) should have identified if a cordon is required; however, the
Bournemouth University remote pilot will confirm if a cordon is required during the On-site Survey
(Appendix 4, Sheet 5).
If large numbers of the public are expected, then a cordon should ideally be established fifty metres
around the planned flight path and take-off / landing area. This cordon should be set out using cones
and safety tape. Signs should be placed advising members of the public that UAS flight operations are
in progress.
Extra personnel or ‘Spotters’ may be required to be positioned at gates or on public footpaths to
advise members of the public about the dangers of entering the area. Gates may be closed and access
may be restricted; however Spotters may not detain any members of the public or prevent them from
accessing public rights of way. The Spotters are there to advise on the dangers of entering restricted
areas and to advise the Observer about public encroachments.

2.5 Communications
Once the remote pilot has decided that it is safe to proceed with flight operations, any necessary
communications with other stakeholders should be conducted; in particular, local Air Traffic Control
should be notified that flight operations are due to commence, if required. It is recognised that small
airfields may not have air traffic control. In this case efforts should be taken to obtain the contact
details of a suitable individual or operator within the site.

Flight Crew communications

Copyright © Bournemouth University 2022 Issue 1.7 – 31/03/2022 Page 37

Bournemouth University UAS Operations Manual

Consideration must be given to the operating location in relation to crew communication. Where crew
members are likely to be separated beyond normal vocal communication range and/or if the operating
location is likely to be busy or noisy, then two-way radios should be issued.

2.6 Weather checks

The Bournemouth University remote pilot for the operation must assess the local weather conditions.
Wind speed in knots/mph and outside air temperature in degrees Celsius will be obtained by using a
hand held anemometer. The wind direction can be obtained using the compass feature of a suitable
mobile app. The on-site weather information should be recorded on the On-site Survey Form
(Appendix 4, Sheet 5).

2.7 Charging and fitting of batteries

The Bournemouth University remote pilot is responsible for charging and fitting flight batteries to the
aircraft. All batteries are identified by a unique identification number applied to the battery pack and
should be charged and checked as part of the Embarkation Checklist (Appendix 4, Sheet 3).
All battery charging information will be recorded in the Battery Charge Logbook (Appendix 4, Sheet
10). Pre- and post-flight battery charge will be recorded in the Flight Logbook (Appendix 4, Sheet 9).
The DJI series Intelligent Flight Batteries should be charged and stored as per the instructions outlined
in the Intelligent Flight Battery Safety Guidelines (see Section 3).
Under no circumstances will damaged batteries be re-charged.

2.8 Loading of equipment

The Bournemouth University remote pilot is responsible for ensuring that the payload is ready to use.
Drones should only be operated with correctly fitted payloads. The condition and security of the
gimbal and camera should be checked as part of the Pre-Flight Checklist (Appendix 4, Sheet 6).

2.9 Preparation and correct assembly of UAS

The UAS should be prepared and assembled as per the manufacturer’s instructions. To facilitate this
process, the Bournemouth University remote pilot must complete the following checklists (Appendix
4) before and on arrival to site:

• Embarkation Checklist (Sheet 3) – This must be completed before / as the equipment is loaded
and brought to site.

• Arrival Checklist (Sheet 4) – This must be completed as soon as the remote pilot reaches the
intended flight operation location.

Copyright © Bournemouth University 2022 Issue 1.7 – 31/03/2022 Page 38

Bournemouth University UAS Operations Manual

2.10 Pre-flight and post-flight checklists

A pre-flight checks routine should be followed before each UAS flight, adhering to all guidance
contained within the UAS technical manuals. To facilitate this process, the Bournemouth University
remote pilot must complete the following checklist:

• Pre-Flight Checklist (Appendix 4, Sheet 6) – This must be completed immediately prior to any
flight operation.
At the end of each flight, the following checklist should be used to ensure safe and efficient shut down
and termination of operations:

• Post-Flight Checklist (Appendix 4, Sheet 8) – This must be completed immediately after each
flight operation.

Copyright © Bournemouth University 2022 Issue 1.7 – 31/03/2022 Page 39

Bournemouth University UAS Operations Manual

3. FLIGHT PROCEDURES
The following procedures are basic guidelines for Bournemouth University flight crew. As far as
practically possible these procedures must be complied with. The Bournemouth University remote
pilot on the day is responsible for supervising the operation whilst the aircraft is in flight.

3.1 Start-up procedure

The start-up procedure is outlined in the Pre-Flight Checklist (Appendix 4, Sheet 6).

3.2 Take-off procedure

The take-off procedure is outlined in the Pre-Flight Checklist (Appendix 4, Sheet 6).

3.3 In-flight procedure

The following in-flight procedure is to be followed by the remote pilot and Observer:

• Remote pilot to keep aircraft within Visual Line of Site (VLOS) – 500 metre horizontal distance
and 400 feet (120 m) high.

• Remote pilot to maintain primary focus on the aircraft and immediate surroundings.

• Remote pilot to monitor telemetry, imagery, flight battery level, satellite status, etc. from
aircraft when safe and appropriate.

• Remote pilot to maintain communications with the support personnel (Observer) at all times.

• Support personnel (Observer) to maintain visual lookout for public encroachments and
airspace incursions.

3.4 Landing procedure

The following landing procedure is to be followed by the remote pilot and Observer:

• Remote pilot to advise Observer of intention to land.

• Observer to visually check landing area to ensure it is safe to land.

• Remote pilot to fly to landing site and hover at approximately 2 m, facing into wind.

• Remote pilot to ensure camera is orientated upwards for landing.

• Remote pilot to take a final look below the aircraft and call “Landing”.

• Remote pilot to reduce power and land the aircraft (Be aware of ground effect).

3.5 Shutdown procedure

The shutdown procedure is outlined in the Post-Flight Checklist (Appendix 4, Sheet 8).

Copyright © Bournemouth University 2022 Issue 1.7 – 31/03/2022 Page 40

Bournemouth University UAS Operations Manual

4. EMERGENCY PROCEDURES

4.1 Emergency procedures for Bournemouth University UAS

Below is a list of emergency procedures for various scenarios that could potentially occur while using
the UAS operated by Bournemouth University; these procedures should be adhered to by the
Bournemouth University remote pilot, Observer(s) and Spotter(s).
Depending on site conditions, two-way radios may be necessary to ensure that all crew members can
maintain contact during flight operations. Any emergency situation should be recorded in the Incident
Logbook (Appendix 4, Sheet 12); refer to PART A Section 13.3 for incident handling procedures.
FAILSAFE PROCEDURE: If the Home Point was successfully recorded and the compass is functioning
normally, the Return-To-Home (RTH) function can be used to automatically bring the aircraft back to
its Home Point. There are three different RTH procedures, outlined below (please refer to the User
Manuals for full operating instructions – see Section 0):

• Smart RTH – At any stage during flight operations, the Smart RTH procedure can be initiated
by pressing and holding the RTH button on the remote controller for two seconds. The aircraft
will automatically ascend to a pre-determined RTH altitude, before flying in a straight line back
to its Home Point. The remote controller can be used to control the aircraft’s position during
Smart RTH. The Smart RTH procedure can be cancelled at any time by pressing the RTH button
on the remote controller.

• Low Battery RTH – The DJI GO app will display a notice when a low battery warning is triggered.
If no action is taken after a 10 second countdown, the aircraft will automatically ascend to a
pre-determined RTH altitude, before flying in a straight line back to its Home Point. The user
can cancel the RTH procedure by pressing the RTH button on the remote controller.
Thresholds for these warnings are determined automatically by the aircraft’s current altitude
and distance from the Home Point.
• Failsafe RTH – If the remote controller signal is lost for more than three seconds, the Failsafe
RTH procedure will automatically be activated. The Return-To-Home process may be
interrupted by pressing the RTH button on the remote controller and the operator may regain
control of the aircraft if the remote controller signal is re-established.

NOTE: The aircraft cannot avoid obstructions during the Failsafe RTH procedure; therefore, it is
important to always ensure that a suitable Return-To-Home altitude is set in advance of each flight
operation. Launch the DJI GO app and select ‘Mode’ > ‘Advanced Settings’ > ‘Failsafe Mode’ to set the
Failsafe RTH altitude.

Copyright © Bournemouth University 2022 Issue 1.7 – 31/03/2022 Page 41

 Bournemouth University UAS Operations Manual

Emergency scenario Action required Responsibility

Transmitter failure Call “Failsafe” so that the crew understand the situation
Frequency interference and observe the aircrafts flight path. Upon transmitter
Remote pilot
failure or frequency interference the aircraft will enter the
failsafe ‘Return to Home’ mode.
Upon hearing the call “Failsafe”, ensure that the take-off
site is clear of all persons / obstructions, as the aircraft will Observer / Spotters
be returning to its initial ‘power up’ coordinates.
Loss of propulsion Call “Dead Stick” and assess if the aircraft is controllable. If
Motor or propeller failure sufficient control is maintained, head directly to either the
Remote pilot
Aircraft battery failure landing site or alternate landing site; whichever is closest. If
control is compromised try to execute a controlled descent.
Upon hearing the call “Dead Stick”, identify the closest safe
Observer
landing position to the aircraft and advise the remote pilot.
Upon hearing the call “Dead Stick”, immediately clear any
persons directly underneath or in the path of the aircraft to
either the landing site or alternate landing site; whichever is Observer / Spotters
closest. Maintain visual contact with the aircraft once the
area is clear.
Ground control station Call “Landing” and carry out the standard landing
failure procedure. The aircraft is not in immediate danger but the
Remote pilot
ground station monitors crucial systems and therefore it is
not advisable to fly without telemetry information.
Loss of GPS / GLONASS Call “Dead Stick” and toggle the ‘Flight Mode’ switch to
signal manual or ‘Attitude’ control. Head directly to either the
Remote pilot
landing site or alternate landing site; whichever is closest. If
control is compromised try to execute a controlled descent.
Upon hearing the call “Dead Stick”, identify the closest safe
Observer
landing position to the aircraft and advise the remote pilot.
Upon hearing the call “Dead Stick”, immediately clear any
persons directly underneath or in the path of the aircraft to
either the landing site or alternate landing site; whichever is Observer / Spotters
closest. Maintain visual contact with the aircraft once the
area is clear.

Copyright © Bournemouth University 2022 Issue 1.7 – 31/03/2022 Page 42

 Bournemouth University UAS Operations Manual

Emergency scenario Action required Responsibility

Flyaway Call “Fly Away” so that the crew understand the situation.
Activate the Return-to-Home failsafe function in case
communication is re-established and maintain direct visual
contact with the aircraft for as long as possible.
If visual contact is lost make a note of estimated altitude,
speed, remaining battery endurance and heading estimated
from the compass rose on the calibration platform.
Once the Observer confirms actual information, contact the
local Air Traffic Control and local police using the contact Remote pilot
numbers found on the On-site Survey Form (Appendix 4) to
advise them of the situation.
If the aircraft is seen to make contact with the ground or a
structure, execute the shutdown procedure and walk over
to the crash site taking a fire extinguisher and camera. Take
photographs at the crash site, contact details and
statements from anyone present and recover the aircraft.
Leave contact details if any property is damaged as a result.
Upon hearing “Fly Away”, immediately make a note of the
aircraft’s heading, speed and altitude. Advise the remote
Observer
pilot of all necessary information so that the local Air Traffic
Control can be advised by the remote pilot.
Upon hearing “Fly Away”, maintain direct visual contact
with the aircraft for as long as possible and advise the Spotter
remote pilot of an estimated heading.
Public encroachment Call “Public” and approach the member of the public asking
them to follow you to safety, as they are currently in a Spotter
dangerous situation.
Upon identifying an encroachment from a member of the
public, or hearing the call “Public”, advise the remote pilot
by using the relevant phrase (“Public Below”, “Public Left”
or “Public Right”).
Identify the nearest available landing site away from the
Observer
encroachment and advise the remote pilot. Once the
remote pilot confirms they understand; if there is no
Observer present dealing with the situation, approach the
member of the public asking them to follow you to safety as
they are currently in a dangerous situation.
Upon being advised by the Observer of a public
encroachment, immediately hold position and wait for
further instruction. The Observer will advise which the
Remote pilot
safest area to land is and confirmation should be given that
the instruction has been understood.
Immediately proceed to the advised landing site.
Aircraft incursion Upon identifying an imminent aircraft incursion within the
400ft, 500 metre bubble, call the relevant phrase (“Aircraft
Ahead”, “Aircraft Behind”, “Aircraft Left” or “Aircraft Spotter
Right”) and maintain visual contact with the approaching
aircraft.

Copyright © Bournemouth University 2022 Issue 1.7 – 31/03/2022 Page 43

 Bournemouth University UAS Operations Manual

Emergency scenario Action required Responsibility

Upon identifying an imminent aircraft incursion within the
400ft, 500 metre bubble or hearing the call “Aircraft…”,
identify the location of the approaching aircraft.
Advise the remote pilot to take avoiding action by using the Observer
phrase “Aircraft, Descend”. Once the aircraft has passed by
then advise the remote pilot by using the phrase “Aircraft
Clear”.
Upon being advised by the Observer of an aircraft incursion,
immediately hold position and look beneath the aircraft to
identify hazards.
Remote pilot
Descend the aircraft to around 10 ft above the ground or
any structure. Once the Observer advises the incursion no
longer exists, the planned operation may resume.
Pilot incapacitation Upon feeling as though incapacitation is imminent, try to
activate the failsafe Return-To-Home function and call Remote pilot
“Failsafe”.
Upon noticing the remote pilot has become incapacitated,
activate the failsafe Return-To-Home function and call
“Failsafe”.
Ensure that the remote pilot is not in any imminent danger
from a returning aircraft and then ensure that the take-off Observer
site is clear of all persons, as the aircraft will be returning to
its initial home location.
Call for the emergency services if required. Once the
aircraft lands and shuts down, disconnect the flight battery.

4.2 Fire
The table below outlines the procedures to be followed upon discovery of a fire in either the ground
equipment or the aircraft in flight.

Emergency scenario Action required Responsibility

Fire (Ground equipment) Upon noticing fire, call “Fire”. If the fire is a Lithium
Polymer battery fire do not try to extinguish; allow the
battery to burn out and then extinguish any additional fires. All crew
If the fire cannot easily be extinguished and increases in
size, call the emergency services.
Fire (Aircraft in flight) Upon noticing an aircraft fire call “Aircraft Fire” and wait
for instruction from the Observer.
Upon hearing “Aircraft Fire”, proceed directly as instructed Remote pilot
by the Observer to the safest available landing point. Upon
landing, shut down the motors.
Upon identifying an aircraft fire call “Aircraft Fire”. Upon
hearing “Aircraft Fire”, immediately identify the nearest
safe landing point and advise the remote pilot. Observer
Approach the aircraft with a fire extinguisher and continue
as per the Fire (Ground equipment) procedure

Copyright © Bournemouth University 2022 Issue 1.7 – 31/03/2022 Page 44

 Bournemouth University UAS Operations Manual

Emergency scenario Action required Responsibility

Upon identifying an aircraft fire call “Aircraft Fire”.
Upon hearing “Aircraft Fire”, wait for the aircraft to land
Spotter / All crew
and then treat the emergency as per the Fire (Ground
equipment) procedure.

4.3 Accidents
All accidents or incidents should be dealt with according to the incident handling procedures outlined
in PART A Section 13.3.

Copyright © Bournemouth University 2022 Issue 1.7 – 31/03/2022 Page 45

Bournemouth University UAS Operations Manual

PART C – TRAINING

Copyright © Bournemouth University 2022 Issue 1.7 – 31/03/2022 Page 46

Bournemouth University UAS Operations Manual

1. DETAILS OF OPERATOR TRAINING PROGRAMME

All Bournemouth University remote pilots will hold the relevant current qualification, as stated in the
qualification requirements section for operating under BU’s Operational Authorisation PDRA01
(Section 16) or Appendix 5 for Open category operations. Crew performance will be monitored,
assessed and refresher and new equipment training may be given where required.

Copyright © Bournemouth University 2022 Issue 1.7 – 31/03/2022 Page 47

Bournemouth University UAS Operations Manual

PART D – APPENDICES

Copyright © Bournemouth University 2022 Issue 1.7 – 31/03/2022 Page 48

Bournemouth University UAS Operations Manual

APPENDIX 1 – OPERATIONAL AUTHORISATION PDRA01

Copyright © Bournemouth University 2022 Issue 1.7 – 31/03/2022 Page 49

Bournemouth University UAS Operations Manual

Copyright © Bournemouth University 2022 Issue 1.7 – 31/03/2022 Page 50

Bournemouth University UAS Operations Manual

Copyright © Bournemouth University 2022 Issue 1.7 – 31/03/2022 Page 51

Bournemouth University UAS Operations Manual

Copyright © Bournemouth University 2022 Issue 1.7 – 31/03/2022 Page 52

Bournemouth University UAS Operations Manual

APPENDIX 2 – INSURANCE

Copyright © Bournemouth University 2022 Issue 1.7 – 31/03/2022 Page 53

Bournemouth University UAS Operations Manual

Copyright © Bournemouth University 2022 Issue 1.7 – 31/03/2022 Page 54

Bournemouth University UAS Operations Manual

Copyright © Bournemouth University 2022 Issue 1.7 – 31/03/2022 Page 55

Bournemouth University UAS Operations Manual

APPENDIX 3 – HEALTH AND SAFETY POLICY STATEMENT

Copyright © Bournemouth University 2022 Issue 1.7 – 31/03/2022 Page 56

Bournemouth University UAS Operations Manual

Copyright © Bournemouth University 2022 Issue 1.7 – 31/03/2022 Page 57

Bournemouth University UAS Operations Manual

APPENDIX 4 – OPERATIONAL FORMS, CHECKLISTS AND LOGBOOKS

All Forms, Checklists and Logbooks can be found in the accompanying Excel file
‘BU_SUAS_App4_Forms+Checklists+Logs’. Worksheets are labelled as follows:

1. Pre-Survey Form
2. Risk Assessment Form
3. Embarkation Checklist
4. Arrival Checklist
5. On-site Survey Form
6. Pre-Flight Checklist
7. Field Record Sheet
8. Post-Flight Checklist
9. Flight Log
10. Battery Charge Log
11. Maintenance Log
12. Incident Log

Survey forms and checklists (Sheets 1 to 8) are designed to be printed onto A4 sheets to be taken into
the field as part of the Job File. Logbooks (Sheets 9 to 12) are to be completed directly within the Excel
workbook.
For reference, PDFs of each form/checklist are embedded below (double click the image to open the
PDF file). NOTE: For all UAS operations, Sheets 1 to 8 should be printed out directly from the Excel
file and included within the Job File.

Copyright © Bournemouth University 2022 Issue 1.7 – 31/03/2022 Page 58

Bournemouth University UAS Operations Manual

Copyright © Bournemouth University 2022 Issue 1.7 – 31/03/2022 Page 59

Bournemouth University UAS Operations Manual

Copyright © Bournemouth University 2022 Issue 1.7 – 31/03/2022 Page 60

Bournemouth University UAS Operations Manual

Copyright © Bournemouth University 2022 Issue 1.7 – 31/03/2022 Page 61

Bournemouth University UAS Operations Manual

Copyright © Bournemouth University 2022 Issue 1.7 – 31/03/2022 Page 62

Bournemouth University UAS Operations Manual

Copyright © Bournemouth University 2022 Issue 1.7 – 31/03/2022 Page 63

Bournemouth University UAS Operations Manual

Copyright © Bournemouth University 2022 Issue 1.7 – 31/03/2022 Page 64

Bournemouth University UAS Operations Manual

Copyright © Bournemouth University 2022 Issue 1.7 – 31/03/2022 Page 65

Bournemouth University UAS Operations Manual

Copyright © Bournemouth University 2022 Issue 1.7 – 31/03/2022 Page 66

Bournemouth University UAS Operations Manual

APPENDIX 5 – OPEN CATEGORY OPERATIONS

The primary aim of this Operations Manual is to satisfy the requirements for the CAA’s
Operational Authorisation PDRA01, and the main document should be read as such.
ONLY REMOTE PILOTS LISTED WITHIN THIS OPERATIONS MANUAL ARE PERMITTED TO WORK
UNDER THE BOURNEMOUTH UNIVERSITY OPERATIONAL AUTHORISATION PDRA01 AND
OPERATE WITHIN THE SPECIFIC CATEGORY.
However, Bournemouth University personnel also undertake UAS operations that fall outside
the requirement of an Operational Authorisation; in particular, in relation to student projects
and research activities.
Accordingly, Bournemouth University personnel involved in such operations should follow the
guidelines and procedures below, which outline the operational requirements relating to Open
category Bournemouth University UAS operations
References to specific sections of the main document are included, where relevant.

1. DRONES AVAILABLE FOR NON-COMMERCIAL OPERATIONS

Bournemouth University has a fleet of drones designated under its own Operator ID that are used for
a variety of activities, including commercial operations. Availability of Bournemouth University drones
for non-commercial use is at the discretion of the drone owner and/or you line manager or supervisor.
Bournemouth University personnel (including staff or students) are permitted to use their own drone
for Bournemouth University UAS operations. However, it is the remote pilot’s responsibility (and a
legal requirement) to ensure that any drone used is adequately maintained and is safe for flight. This
must be acknowledged via the Risk Assessment process in advance of any flight being permitted (see
Section 4 below).

2. INSURANCE
Bournemouth University has comprehensive Employers Liability and Public & Products Liability
insurance, which includes cover for Unmanned Aerial Vehicle operations (see Appendix 2).
Bournemouth University personnel operating their own drone for Bournemouth University UAS
operations will be insured for third-person and public liability; however, damage or loss of the drone
will not be covered under the insurance policy.
It is recommended that remote pilots using their own drone for Bournemouth University UAS
operations should ensure that sufficient insurance cover for the drone is in place, if desired.

3. REGISTRATION REQUIREMENTS

Copyright © Bournemouth University 2022 Issue 1.7 – 31/03/2022 Page 67

Bournemouth University UAS Operations Manual

It is against the law to fly a drone in the UK without a Flyer ID and without displaying the Operator ID
clearly on the drone. The Drone and Model Aircraft Code (February 2021) stipulates the legal
requirements and outlines the steps required to obtain a Flyer and/or Operator ID

https://register-drones.caa.co.uk/drone-code

• Operator ID
The person or organisation that’s responsible for the drone (this may not be the remote pilot)
must register to get an Operator ID.

• Flyer ID
The person who will operate the drone (remote pilot) must pass the theory test to get a Flyer
ID.

If you wish to operate a drone and are also responsible for (or own) the drone in question, then you
will need to obtain both a Flyer ID and an Operator ID.

4. QUALIFICATION REQUIREMENTS, LIMITATIONS AND RISK ASSESSMENT

It is the policy of Bournemouth University that all personnel acting as remote pilot for any non-
commercial UAS operations (e.g. research, student assessments) must comply with the following
requirements:

• Provide evidence of Flyer ID (and Operator ID, if applicable).

• Provide evidence of A2 CofC certification (if applicable)

• Be assessed as competent by a nominated Faculty representative who is trained to the level

as detailed in Part A Section 16.

• Operate a UAS of no more than 25 kg Maximum Take-Off Mass.

• Comply with the operating requirements outlined within this Operations Manual (Part A
Section 11).

• Complete a BU UAS Risk Assessment, including signed acknowledgement that;

o They are registered with a Flyer ID and (where required) an Operator ID.
o The UAS intended for use has been adequately maintained and is safe for flight.
o The remote pilot has been assessed as competent by a nominated Faculty
representative (counter-signature required by nominated Faculty representative).
o The remote pilot has read and agreed to adhere to the requirements outlined within
this Operations Manual.

Copyright © Bournemouth University 2022 Issue 1.7 – 31/03/2022 Page 68

Bournemouth University UAS Operations Manual

5. RESPONSIBILITIES OF FLIGHT TEAM

A flight team for Bournemouth University UAS operations comprises two different roles:

1. Remote pilot – The remote pilot is responsible for operating the UAS and has overall
responsibility for a safe operation. See Part A Section 7 for full details of the role of remote
pilot.
2. Support personnel (Observers) – Support personnel (Observers) do not operate the UAS, but
assist the remote pilot with flight activities and ensure that the UAS is maintained within visual
line of sight at all times. See Part A Section 8 for full details of the role of support personnel
(Observers).

6. CREW HEALTH
All remote pilots and support personnel (Observers) must satisfy the requirements outlined in Part A
Section 17 of this Operations Manual.

7. OPERATING LIMITATIONS AND CONDITIONS

Part A Section 11 outlines the key operating limitations and conditions, and should be strictly adhered
to for all Bournemouth University UAS operations. Part A Section 11 highlights key sections of the
guidance document produced by the CAA ‘Unmanned Aircraft System Operations in UK Airspace –
Guidance’ (CAP 722), the relevant sections (Open category) of which should be reviewed in advance
of undertaking any BU UAS operations.
In order to ensure that drone users in the UK can easily access the information they need about how
to fly their drones safely and legally, without endangering others, the CAA developed the Dronesafe.uk
website.

http://www.dronesafe.uk

The Dronesafe website transposes the detailed information presented in Part A Section 11 of this
Operations Manual (and the CAP 722 guidance document) into a more user friendly format to ensure
drone users can easily understand the legislative requirements with regard to UAS operations in the
UK, and includes a link to the Drone Code, which summarises the key points of the Air Navigation
Order relating to UAS operations.
In particular; all Flight Restriction Zones (around protected aerodromes) are presented in an
interactive map.

Copyright © Bournemouth University 2022 Issue 1.7 – 31/03/2022 Page 69

Bournemouth University UAS Operations Manual

8. OPERATING PROCEDURES
Operating procedures for Open category Bournemouth University UAS operations should broadly
follow those outlined in Part B of the Operations Manual. However, some aspects may not be relevant
to Open category operations and these are highlighted below:

Part B Section 1: Flight planning / preparation

• Section 1 (Flight planning / preparation)

This section outlines the forms and checklists that are provided in Appendix 4 of the
Operations Manual. All forms 1 – 8 should be printed out and completed during UAS
operations.
All completed forms should be kept on file in the event of any accident/incident investigation.
The following forms will need to be provided to your line manager or supervisor:

1. Pre-survey form (before flight operations take place)

2. Risk Assessment form (before flight operations take place)
5. On-site survey (after flight operations have finished)

• Section 1.8 (Servicing and Maintenance)

This section is a requirement for Bournemouth University’s Operational Authorisation
PDRA01. These procedures are not required for Open category UAS operations. However, as
outlined in Section 4 above, it is the remote pilot’s responsibility (and a legal requirement) to
ensure that the UAS being used is adequately maintained and safe for any planned flight
activities.

Part B Section 2: On-site procedures and pre-flight checks

All sections of Part B Section 2 are relevant for Open category UAS operations.

Part B Section 3: Flight procedures

All sections of Part B Section 3 are relevant for Open category UAS operations.

Part B Section 4: Emergency procedures

Copyright © Bournemouth University 2022 Issue 1.7 – 31/03/2022 Page 70

Bournemouth University UAS Operations Manual

All sections of Part B Section 4 are relevant for Open category UAS operations, with the exception of
Part B Section 4.3 (Accidents). Accident / Incident logging procedures for Open category operations
are outlined in Section 9 below.

9. INCIDENT LOGGING
Any incidents (Minor or Major) should be recorded and reported to your line manager or supervisor.
Notes from any incident should be collated by the remote pilot, with assistance from support
personnel (Observers), bystanders or eye witnesses, as necessary and reported to your line manager
or supervisor who will continue the investigation, if necessary.
The procedures outlined in Section 13.3 will be followed in any investigation process. Therefore, the
remote pilot and support personnel (Observers) involved will be required to provide as much detailed
information as possible pertaining to the incident in question.

Copyright © Bournemouth University 2022 Issue 1.7 – 31/03/2022 Page 71