Procedures for

Unmanned Aircraft Systems Operations

at

The Northeast UAS Airspace Integration Research Alliance (NUAIR)

Massachusetts Unmanned Aircraft Systems Test Center (MA UASTC)

V10.0 29 April 2015

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Operating Concept: The Massachusetts Unmanned Aircraft Systems Test Center (MA UASTC) coordinates all non-military Unmanned Aircraft Systems (UAS) flight operations at Joint Base Cape Cod (JBCC). In an agreement among the Massachusetts Development Finance Agency (MassDevelopment), the Massachusetts Army National Guard (MAARNG), and the Massachusetts Air National Guard (MAANG), the MA UASTC utilizes facilities within Camp Edwards Training Site, Otis ANGB, and the restricted air space (RAS) designated R-4101. MA UASTC invites other UAS organizations to utilize these facilities on a cost reimbursable non-interference basis.

1. GENERAL INFORMATION: a. Camp Edwards, MA, JBCC Camp Edwards is an Army National Guard Training Site on land leased

from the Commonwealth of Massachusetts located on Cape Cod adjacent to the Towns of Bourne, Falmouth, Mashpee, and Sandwich, about 70 miles south of Boston and five miles west of Buzzards Bay.

b. Northern Training Area (NTA). The NTA is a 15,000-acre operational area that is heavily wooded with pitch pine and scrub oak trees, and contains ranges, firing points, helicopter landing zones, and other facilities. A 2,200-acre designated impact area supports live-fire training. As the largest piece of undeveloped land on Cape Cod, the NTA sits atop an underground aquifer that is a source of drinking water for Upper Cape Cod. The Commonwealth of Massachusetts through the Environmental Management Commission maintains strict environmental standards for users of this area, and all activities must conform to state standards.

c. Restricted Air Space (RAS). The operational area for UAS is located within the NTA restricted area designated R-4101 (surface to 9,000ft MSL). R-4101 is approximately 10 x 15 miles and is available daily between 0600 to 1800 hours local time or at other times by request. A Notice to Airmen (NOTAM) must be issued for times outside of regular hours.

d. UAS Range. The Known Distance (KD) Range is the primary location for UAS operations and is located in the NTA along Pocasset-Forestdale Road near the NTA’s southern boundary at N41°41'12.985" W70°32'3.129", UTM Grid 19TCG7231816156. Users can choose from a number of different Launch Points (LPs) inside R-4101 to meet their flight training and testing requirements.

2. OPERATIONAL AREA REQUIREMENTS AND RESTRICTIONS: a. Range Control will be notified 24 hours in advance of any UAS launch. b. Two-way positive radio communication must be established and maintained with Range Control and throughout the entire training event. Hourly check-in with Range Control is required.. c. UAS operators need to maintain visual contact with the UAS at all times. d. Wind cannot exceed 20 knots (Nautical Miles per Hour). e. Rain cannot exceed 1/4” per hour. f. Flight is prohibited if thunderstorms or lightning are forecast for the area. g. UAS will not exceed 1000 feet AGL anytime unless pre-coordinated with the MAUAS TC and Range Control. h. UAS operators need to be able to recover any vehicle within a 10-minute notification from Range Control of any pending emergency Coast Guard launch. i. Only daytime operations are allowed unless coordination with Range Control and takes place 72 hours in advance. Night operations with the UAS must be in accordance with Camp Edwards Regulation 350-2. j. Users must take the following into consideration:

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1) The capabilities for each UAS such as max altitude, max range, max speed, headwind and crosswind limitations must be taken into consideration prior to flight. 2) The need for a flight termination and recovery system (e.g., parachute), and/or other functions that would affect flight safety. 3) The methods for obtaining real-time position of the UAS in flight. 4) Aerodynamic data used to determine flight safety grids, which will include, but not be limited to, glide ratio of the UAS; detailed performance data; location of launch site, intended recovery site, and parameters of the flight area; and method of area surveillance. 5) Range Control can provide current status of fire conditions within the NTA. These conditions must be evaluated and precautionary measures taken in the event of a crash. Users must always have an approved fire extinguisher on-hand during all UAS operations.

3. OPERATIONAL AREA SAFETY PLANNING FACTORS:

a. At no time will any User operate an UAS outside the boundaries of R-4101. Doing so is a violation of Federal Aviation Administration Regulations. Authorized altitude for R-4101 is surface to 9,000 ft. MSL. UAS operations are limited to 1,000 ft. MSL.

Note: T h e N o r t h e r n T r a i n i n g A r e a boundaries are NOT the same as R-4101 airspace boundaries. b. The boundaries of R-4101 begin at: lat. 41°40'52"N., long. 70°33'07"W.; to lat. 41°41'01"N., long. 70°33'58"W.; to lat. 41°41'58"N., long. 70°34'56"W.; to lat. 41°42'52"N., long. 70°34'56"W.; to lat. 41°43'52"N., long. 70°34'30"W.; to lat. 41°44'30"N., long. 70°34'14"W.; to lat. 41°45'17"N., long. 70°34'11"W.; to lat. 41°45'12"N., long. 70°33'59"W.; to lat. 41°46'07"N., long. 70°33'02"W.; to lat. 41°45'18"N., long. 70°31'16"W.; to lat. 41°44'37"N., long. 70°30'40"W.; to lat. 41°44'11"N., long. 70°29'38"W.; to lat. 41°43'06"N., long. 70°30'06"W.; to lat. 41°43'07"N., long. 70°30'34"W.; to lat. 41°42'45"N., long. 70°30'48"W.; to lat. 41°42'38"N., long. 70°30'31"W.; to lat. 41°41'51"N., long. 70°30'50"W.; to lat. 41°41'38"N., long. 70°31'16"W.; to lat. 41°41'20"N., long. 70°31'27"W.; to lat. 41°41'18"N., long. 70°31'24"W.; to lat. 41°41'06"N., long. 70°31'52"W.; to the point of beginning.

c. All Users must be able to Geo-Fence their flight activities in order to maintain a 300-foot safety buffer within the boundaries of R-4101 to ensure the UAS remains within the R-4101 at all times.

4. OFF-LIMIT AREAS:

a. The Impact Area in the NTA is off-limits for both vehicles and personnel; Range Control will be

notified in the event that any UAS lands inside the Impact Area. Only Range Control personnel will escort User personnel inside the Impact Area to recover the UAS. Any Users found inside the Impact Area will be removed from the training area, and future training privileges will be revoked.

b. There are additional areas throughout the NTA such as wetlands, certain roads and habitat that are off limits to any traffic. Check with Range Control for the location of these areas prior to any search for a downed UAS.

5. NO-FLY ZONES:

Various areas of Camp Edwards NTA are off-limits to both manned aircraft and UAS. These areas are identified as “No-Fly Zones.”

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a. Pave Paws No-Fly Zone.

Altitude SFC – 9,000’ MSL N41°45'8.821" W70°32'18.26" MGRS 19TCG7209923435 400 meter radius

b. Pave Paws Turbine #1 and #2 No-Fly Zone. Altitude SFC – 9,000’ MSL N41°45'27.505" W70°32'42.95" N41°45'34.687" W70°32'52.385" MGRS 19TCG7153924022 and 19TCG7132524247 200 meter radius

c. Ammunition Storage Point No-Fly Zone. Altitude SFC – 9,000’ MSL N41°41'42.312" W70°34'8.522" MGRS 19TCG6943617112 350 meter radius

d. USCG Communication Station, Boston Antenna Farm No-Fly Zone. Altitude SFC – 9,000’ MSL N41°42'49.646" W70°30'17.691 MGRS 19TCG7480819094 700 meter radius

6. PROCEDURES FOR REQUESTING MA UASTC SUPPORT:

a. Users must submit a MA UASTC UAS Flight Request Form (Annex A) that includes: • Identification of air vehicle and payloads. • Schedule of operations. • Description of planned activity. • Provisions for liability. There are three acceptable solutions:

1) Government organizations flying government-owned aircraft with government employees are assumed to be self-insured. 2) Contractor personnel operating government-furnished aircraft under a government contract will provide advanced proof of Government Flight Representative Authorization covering the activity. 3) Organizations operating aircraft not under government contract must provide proof of liability insurance showing limits of coverage of at least $1 million and naming MA UASTC and the MA National Guard as additional insured parties.

b. An FAA Airworthiness Certificate must be provided for all UASs by the User. A Safety of Flight Declaration/ Statement may be provided if no Airworthiness Certificate is available. This Declaration/Statement must show, at a minimum that the aircraft has undergone a risk analysis, mitigation, and sufficient engineering review to warrant a high state of confidence in its flight capabilities. The User assumes all responsibility for flight. Examples of this declaration can be found in Safety of Flight Declaration/Statement in Lieu of Airworthiness Certificate (Annex E).

7. SCHEDULING:

a. Military units always have priority of use of the Camp Edwards’ ranges and airspace.

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b. Users must schedule all dates and times through direct coordination phone or email to the Camp Edwards Range Control, building 4020, Frank Perkins Road at 508-968-5925/5926 or ng.ma.maarng.mbx.camp-edwards-range-control@mail.mil. All requests must be made no later than (NLT) 90 days before the training date.

c. All cancellations must be made NLT 30 days out; all weather-related cancellations must be made NLT 24 hours out.

d. Normal range hours are 0800 to 1630 daily, Monday through Friday. No flights will be conducted outside these hours without prior approval.

e. Scheduling for use of R-4101 will be for a specific period. Activity will not begin prior to, or extend beyond, the scheduled period without specific approval from Range Control.

f. The approval and scheduling of the range does not in itself indicate sole occupancy of the airspace. Other activities may be authorized. MA UASTC and Range Control will provide de-confliction measures that must be followed.

8. RESPONSIBILITIES:

a. Camp Edwards Range Control is responsible for:

1) The operation and safety of all ranges, training areas, and R-4101. Camp Edwards is designated by the FAA as the Using Agency for R-4101. The Controlling Agency is the FAA Cape TRACON.

2) Scheduling all range usage to include the use of the RAS. 3) Providing Range Safety, Unexploded Ordnance (UXO), and Environmental Protection briefings for

all personnel engaged in UAS activities. b. MA UASTC is responsible for:

1) Receiving and reviewing for completeness all User submitted documents. 2) Signing the License Agreement 3) Reviewing all UAS Flight Test Plans to ensure all operational and safety factors have been

considered, and that the mission is compatible with range safety considerations. Flights are not authorized until satisfactory completion of this review.

4) Ensuring de-confliction between multiple airborne UAS aircraft. A maximum of one aircraft will be flown in Camp Edwards RAS unless multiple uses have been approved. Multiple use approval requires a higher level of assurance of separation and de-confliction between UAS aircraft.

5) Working with Range Control to resolve any schedule conflicts between non-military users of the NTA. All efforts will be made to de-conflict range times.

c. User is responsible for: 1) Scheduling range usage in coordination with Range Control, MA UASTC, and IAW Camp

Edwards Regulation 350-2. 2) Ensuring all User personnel have received a Range Safety, UXO, and Environmental Protection

Briefing; and have signed a Hold Harmless Statement from Range Control prior to entering the NTA.

3) Appointing an Organization Safety Representative (OSR) who will: a) Open/close the range. b) Conduct all communications with Range Control. c) Ensure compliance with range safety procedures and Camp Edwards Regulation 350-2. d) Post a Range Flag when the Range is HOT. Flight activities are permitted only when the

Range Flag is up. e) Have thorough knowledge of the UAS capabilities, limitations, and safety devices of launch,

control, and recovery systems.

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f) Have thorough knowledge of the boundary of R-4101 and take maximum safety precautions to ensure that no UAS is flown outside the R-4101.

4) Providing positive control of all airspace activities and establishing procedures and separation standards that will apply between restricted area activities for all organizations under agreement with MA UASTC to conduct flights in R-4101.

5) Submitting the following documents to MA UASTC: a) MA UASTC UAS Flight Request (Annex A). Must be submitted 90 days prior to date of

scheduled flight. b) A signed License Agreement. c) Flight Test Plan or a schedule of planned activities submitted 60 days prior to scheduled

flight to include: • Pre-Flight Accident/Mishap Plan • Loss Link/Loss of Control Procedures • Airworthiness Certificate or Safety of Flight Declaration (Annex E) • Composite Risk Management (CRM) Assessment (Annex C) using Reducing and

Managing Risk Review (Annex B) as a guide 6) Providing continuous safety and environmental awareness for all User personnel involved in UAS

operations. 7) Ensuring all personnel are knowledgeable and comply with these Procedures. 8) Ensure funding is available IAW the License Agreement to pay MA UASTC for all activities

conducted on JBCC.

9. AIRSPACE SAFETY PROCEDURES:

a. Lost Link Procedures: Lost link procedures will be set forth in the User’s Flight Test Plan and must indicate the procedures used to ensure that the UAS will not leave the R-4101.

b. Flight Termination System (FTS): May be required if appropriate for the aircraft and will be set forth in the Flight Test Plan.

c. Surveillance requirements: 1) One or more methods of surveillance will be provided for all UAS operations, e.g., visual

tracking, GPS tracking, etc. 2) Information obtained from the surveillance system, such as position, speed, altitude, and

heading, which will be available upon request to Range Control. 3) If, at any time, the position of an UAS becomes unknown, and the UAS fails to respond to

programmed “lost link” instructions, if design capability exists, the flight will be terminated in time to preclude the possibility of impact outside the approved designated flight area.

d. UAS operations will not be conducted unless positive and reliable communications are established and maintained between the UAS Ground Control Station and Range Control.. If communications are lost, all flight activity will cease.

e. MA UASTC will be notified fifteen minutes prior to commencing operations and upon completion will be given a count of the total sorties for the day.

10. FREQUENCY MANAGEMENT:

a. Camp Edwards is a relatively frequency ‘clean’ zone; commonly used UAS frequencies can be an issue and must be de-conflicted.

b. MA UASTC will coordinate with the MAARNG for frequency de-confliction within the confines of Camp Edwards. Camp Edwards only clears frequencies within the borders of Camp Edwards. If

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User’s frequency influence will extend beyond the borders of Camp Edwards, then the User must make direct coordination with the User’s sponsor’s designated regional frequency manager.

c. The following administrative frequencies are in use. These frequencies may be programmed and used on your radios if coordinated with MA UASTC and Range Control. Any other frequency request must be submitted to MA UASTC to be cleared with Camp Edwards Frequency Manager.

d. Contact frequencies: 1) Camp Edwards Range Control – 38.50 MHz – Call sign “Range Control” 2) KFMH Tower – 128.425 VHF/291.1 UHF – Call sign “Coast Guard Tower” 3) User Frequency –TBD

11. GENERAL SAFETY AND ACCIDENT REPORTING PROCEDURES:

a. No antennas, towers, or temporary facilities will be erected in the NTA without approval from Range Control.

b. Range Access: During operations, only required personnel and vehicles are allowed on the range. Those in violation may be removed from the site.

c. Safety Equipment: All personnel are responsible to insure that proper safety equipment is used during any maintenance or flight operations. Standard safety items, such as fire extinguishers, eye protection, and ear plugs, will be provided by User.

d. Accident Reporting and Accident Investigation: 1) Users will aggressively report and investigate all accidents in order to determine what happened, why it happened, and what can be done to prevent future occurrences. All accidents are reportable. Ensure that Range Control and MA UASTC are notified of even the most minor mishaps. 2) Users must immediately report accidents to Range Control and to MA UASTC. Initial reports will be done by radio or telephone with a written report using the UAS Loss/Crash/Injury Report (Annex D) within eight hours from the time of the accident.

a) All accidents will be investigated with accident findings operational and recommendations provided to both Range Control and MA UASTC. Accident data will be analyzed in order to prevent future accidents.

b) All telephonic notifications and copies of accident reports will be provided to Range Control and MA UASTC.

c) Small UAS experience a high accident rate. Accordingly, UAS Users who experience accidents much investigate them to ensure that valuable accident prevention data are obtained in a timely manner, and subsequent trend analysis and risk mitigation measures can be implemented.

12. ADDITIONAL INFORMATION:

a. Passes: Accessing Joint Base Cape Cod requires showing a valid government ID. Users who do not

have a valid government ID must coordinate with MA UASTC to submit a JBCC access form to the appropriate agency. All Users with vehicles who wish to enter the NTA must stop at Range Control to receive a POV pass. Users are required to ensure these passes are visible in their vehicles at all times while in the NTA. Anyone violating this rule may have his or her pass revoked or be denied access to the NTA.

b. Vehicles and Trailers: If requested and approved by Range Control, a trailer or vehicle may be left on site for a specific period to facilitate future operations. At a minimum: 1) Vehicle must be in safe operating condition. 2) Vehicle must be properly licensed. 3) Vehicle must be registered with Range Control.

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4) Vehicle must be kept reasonably clean. 5) Range Control must have a set of keys and authorization to move the vehicle if necessary.

e. Speed Limits: All vehicles must stay on established roads. Speed limits in the NTA are 25 MPH on paved roads and 15 MPH on tank trails and dirt roads.

c. FedEx/UPS/Direct Shipping address: MA UASTC, c/o MassDevelopment, 2816 Richardson Road, Joint Base Cape Cod, Buzzards Bay, MA 02542-1322. Direct delivery may be made to any other point on Camp Edwards if you arrange to have a POC meet and escort the shipper. Please provide the MA UASTC with a date of delivery and POC NLT five working days prior to delivery.

d. Foreign Nationals: A Foreign National must have specific authorization to enter Camp Edwards and will be required to be escorted at all times while on base. The User must notify MA UASTC about any Foreign Nationals on base, and MA UASTC will notify appropriate Commands.

e. Medical Procedures: 1) Emergencies: In any emergency requiring medical attention, contact Range Control via radio or

call 508-968-5925/5926 or the JBCC Fire Department at 508-968-4020. Do not dial 911 as you will reach the State Police off the installation.

2) Routine: No routine medical care is available at Camp Edwards for civilians visiting Camp Edwards.

3) Hospital Facilities: The nearest hospital is Falmouth Hospital in Falmouth (508-548-5300). f. Environmental Concerns and Issues:

1) Endangered Species. Several State threatened and endangered species are present on Camp Edwards. The basic rule is “look, but don’t touch.” Be on the look out for and avoid endangered species while in the NTA, and report any sick, injured, or dead animals to Range Control. Do not feed or handle any animals: Penalties for killing, injuring, or harassing protected species can be severe.

2) Hazmat Disposal. Hazardous waste is defined as a waste or combination of wastes that, because of physical, chemical, or infectious characteristics, will pose a threat to human or environmental health and safety when improperly disposed of or not managed in accordance with 310 CMR.30 (Code of Massachusetts Regulations). Such wastes include fuels, motor oils, solvents (including weapons cleaning liquids, patches, and rags), acids, explosives, paint thinners, hydraulic/brake fluids, and oil-contaminated anti-freeze. These and other materials may turn into hazardous waste when they are no longer useable. If there is a question regarding the disposal of any materials, request classification from the compliance office at the Environment & Readiness Center (E&RC) at 508-968-5908/5148.

3) The User will appoint an environmental representative who will be responsible for full and immediate accountability and reporting on hazardous materials and wastes.

4) Disposal requirements. All hazardous materials brought onto the installation by the User must be removed from the NTA and, if turned into waste, properly stored and disposed of off the installation. Users must bring their own trash bags and a five-gallon bucket or secondary containment kit for hazardous waste produced in NTA.

5) Refueling: All refueling operations in the NTA must comply with Environmental Performance Standard 15 (Annex F). a) Secondary containment in the form of rolled plastic, trash bags, or plastic bags is required for the refueling of small equipment such as generators and for field storage of filled fuel cans. b) No storage or movement of fuels in the NTA, other than in vehicle fuel tanks, will be permitted except in approved containers, no greater than five gallons in capacity; exceptions to this Environmental Performance Standard can be granted in coordination with Range Control, Environmental Management Commission, and E&RC.

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13. ADMINISTRATIVE:

MA UASTC is committed to operating in a safe and responsible manner, respecting existing privacy laws and ensuring transparency and accountability of all UAS operations on JBCC. All Users must be mindful of and share these concerns regarding the potential infringement of individual privacy rights during all UAS operations.

a. No scheduled time period is confirmed until all required documentation is provided and accepted by MA UASTC.

b. User will be charged for all dates scheduled IAW the License Agreement and not cancelled 10 days in advance. Any cancellation after this window will result in a loss of fees. Consideration may be given to cancellations that result from weather conditions. MA UASTC maintains the right to cancel scheduled activities at any time, but will make every attempt to accommodate usage.

c. Only MA UASTC can approve non-military UAS flight activity at Camp Edwards. Upon receipt of the request, MA UASTC will respond within with cost and tentative scheduling. MA UASTC may ask for additional information about the proposed test activity prior to approval. No flight activity can occur at Camp Edwards without specific approval from MA UASTC.

d. Potential exists to coordinate flight activities with existing National Guard or other military activities.

ANNEXES A – MA UASTC UAS Flight Request B – Reducing and Managing Risk Review C – Composite Risk Management Form D – UAS Loss/Crash/Injury Report E – Example of Safety of Flight Declaration F – Environmental Performance Standard 15 G – Emergency Assistance/Contact Numbers

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ANNEX A: MA UASTC UAS Flight Request APPLICANT INFORMATION UAS Name: Dates Requested: Owner: Sponsor: Point of Contact Name: Address: Telephone: Mobile Number: Email: Facility Requested: Range: Hangar: Office: Additional Areas: Duration: AIRCRAFT CHARACTERISTICS Manufacturer: UAS Group Size (DOD): Type: Wingspan (in): Length (in): Weight (lbs): Payload: Engine Type: Fuel Type/Quantity (gal): Takeoff Method: Control Method: Recovery/Landing Method: Weather Limitations: Max Headwind for Takeoff: Max Headwind for Flight: Max Crosswind for Takeoff: Visibility Minimums:

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OPERATIONAL PLANS Planned Flight Profile: Altitude: Flight Duration: Additional Information: Daily Operational Schedule Desired: (Normal Range Time 0800-1630) Flight Schedule: Work Schedule: Number of Participants: HAZMAT (Type/Quantity): Onboard UAS: Ground Support Equipment: Fuel Requirements: UAS Operating Frequency: Uplink: Downlink: Video: Others: Airworthiness Certificate: If Have: Granted by/Date/Attach Copy: If Do Not Have: Plans for Obtaining: If No Airworthiness Certificate Exists, Provide Safety of Flight Declaration: List UAS Operators and Qualifications: Proof of Liability Insurance with MDFA and MANG as Additional Insured (Attach): Signature of Applicant Date:

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ANNEX B: REDUCING AND MANAGING RISK REVIEW 1. INTRODUCTION TO THE COMPOSITE RISK MANAGEMENT PROCESS The Composite Risk Management process is the primary decision-making process used by the U.S.

Army to mitigate risks associated with all hazards that have the potential to injure or kill personnel; damage or destroy equipment; or otherwise impact mission effectiveness. All training conducted on Camp Edwards requires all Users to conduct and apply CRM measures into their operational plans. Users are responsible for completing the Composite Risk Management (CRM) Worksheet, DA Form 7566 (Annex C) before any UAS operations will be authorized on Camp Edwards. Signed by the User’s responsible representative, a copy of CRM Worksheet must be submitted to Range Control and MA UASTC prior to the start of any operational event.

This Annex serves as a guide for the User to assist in completing his/her CRM assessment by

identifying subtasks; identifying hazards; and developing control measures to reduce the hazards, ways to implement the control measures, and, lastly, the supervision of those control measures. This assessment will help ensure that the User Responsible Representative is fully advised and informed of all known risks. This Annex also outlines a consistent approach to UAS program range safety reviews.

This document is focused on hazards that may result in the following consequences: • UAS crashes that may result in death, injury, or property damage. • Failures that result in a fly-away condition of the UAS, resulting in the UAS leaving its

assigned test area or the Restricted Airspace R-4101. • Mid-air collision between UAS and manned aircraft causing death/injury to pilot or

damage to manned aircraft. Each section provides questions, based on past experience and lessons learned from other programs.

Successful completion of this review process will result in confidence that: • Key system vulnerabilities have been identified; • Safeguards have been verified to exist for these system vulnerabilities; • Safeguards are adequate; and • Deficiencies or inadequacies of the proposed safeguards have been recognized.

a. Control Measures and Risk Decisions. Control measures to reduce risks to an acceptable level are identified.

Risks that are unacceptable in terms of severity and/or probability need to be controlled. The User must help identify specific strategies, tools, and safeguards to eliminate or reduce the risk to a level acceptable to the range. The desired order of precedence for implementing control measures follows:

•Design for minimum risk. Eliminate the hazard. •Incorporate safety devices. •Provide warning devices. •Develop procedures and training.

1) Design for Minimum Risk. The best way to control a hazard is to eliminate it by changing the design or adjusting the test and/or training requirements. If the hazard cannot be eliminated, design changes may reduce the risk to an acceptable level. Some examples of design or requirement changes that may eliminate or reduce risk include:

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• Including a highly-reliable engine in the UAS design reduces the risk of loss of propulsion.

• Designing a series of tests with a gradual buildup in risk reduces the chance of sudden unexpected catastrophic failure. • Confining test flights to an unpopulated area eliminates risk to people on the ground. • Designing a low-level route that avoids populated areas reduces risk of ground casualties from system failures. • Establishing policy to avoid icing conditions if the UAS would be at risk in such conditions reduces the risk of icing-induced loss-of-lift or loss of propulsion.

2) Incorporate Safety Devices.

If the hazard cannot be eliminated through design change, fixed or automatic safety devices should be incorporated. Provisions for periodic functional checks for these safety devices should be instituted. Examples of safety devices include: • Back-up battery in case of generator failure. • Redundant communications link in case of failure of the primary link. • Software “fly-home” routine in case of lost link. • Independent flight termination systems.

3) Provide Warning Devices. If the risk cannot be reduced adequately through design change or use of safety devices, warning devices that detect the hazardous conditions and alert personnel to hazards can be used. Procedures for functional checks of these warning devices should be incorporated. Examples of warning devices are: • Engine performance safety data displays at the ground control station (i.e., over temp alert). • Strobe lights to make the UAS easier to see. • Low fuel warning lights. • Warning calls from air traffic control when the UAS is approaching other traffic or hazard/flight boundaries.

4) Develop Procedures and Training. If eliminating hazards or reducing risks adequately through design changes or safety and

warning devices is impractical, procedures and training can be used. Safety-critical procedures should be standardized and documented. Tasks and activities that are safety-critical may require certification of personnel proficiency. Examples of safety-related procedures and training include: • Pre-flight checklists. • Published cautions and warnings. • Emergency procedures. • Specific operating limits. • Established operator qualification procedures. • Requirements for personal protective equipment in specific situations (i.e., hearing protection).

Note: Procedures and training should not be used as the only risk-reduction methods for high-risk

hazards.

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b. Hazard Controls. Control measures used in the hazard analysis are incorporated into range user’s test plan or procedure document. The range user must show that identified control measures are incorporated, understood, and documented. If required, test procedures and monitoring of the control measures must be certified and in place. If the control measures are not implemented, or the implementation is not effective or sufficient, the hazard is still present. If hazards still exist after all control measures are in place, the first step is to re-evaluate the hazard and control measures and verify that nothing was missed and no other solutions are available. Once this process has been established, documentation of all hazards, their respective control measures, and any remaining risks and recommendations must be presented to the appropriate level of authority for a waiver. The deciding authority will consider the benefits versus the risks when deciding whether to grant a waiver.

c. Supervision. Follow-up evaluations of the control measures are planned in order to ensure

effectiveness. Adjustments will be made before continuing with the test or operation. Independent review and approval of the documentation, hazard analysis, hazard controls, test procedures, and monitoring must take place prior to the test or operation. This monitoring of safety limits must take place on a continuing basis for each test and/or operation.

d. Alternatives If the Risk Management Criteria Are Not Met. If normal risk management

criteria are not met, the following alternatives may be exercised. • Range may reevaluate the hazard analysis incorporating changes such as flight parameters, flight

path, and new information from the user. • Range may impose restrictions to planned flights to control identified risks. • Range may require additional control measures or safeguards to control identified risks. • User can request a waiver from the Range Control Officer. • User may not get permission to fly on this range.

2. VEHICLE PERFORMANCE

Please provide the following information on the UAS (attach additional documents as necessary): • Performance charts • Max altitude • Max endurance • Max range • Range vs. altitude (glide) • Cruise speed • Max speed • Rate of climb and rate of descent • Wind limits (all) for launch and recovery operations

a. UAS History and Reliability Data.

A flight clearance is typically required for flight operations in the R-4101 airspace. For DOD-owned systems, a DOD-issued flight clearance Safety of Flight (SOF) Interim Flight Clearance (IFC) is required. For non-DOD systems, a user must have a flight clearance issued by the aircraft manufacturer or other competent authority; an Airworthiness Certificate; or a Safety of Flight Declaration.

1. Does the UAS currently have a flight clearance or FAA issued Certificate of Authorization (COA)? Issued by whom? If so, please provide a copy.

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2. UAS history: How many flights (# of sorties, flight hours) has the UAS completed to date? 3. Is the UAS currently in use with the uniformed services? If so, provide details. 4. What is the heritage of the UAS (i.e., is it an evolution of another UAS system)? 5. Mishap history: How many crashes and failures have occurred? What has been the corrective action to ensure the failures do not occur again?

3. LOSS OF CONTROLLABILITY

Loss of control can easily result in a mishap. If we can identify any potential causes of "loss of control" that may have been overlooked, safeguards can be applied or test conditions can be restricted to reduce risk to an acceptable level.

a. Loss of Command Links. 1. Fully describe the command and control links, including equipment used, frequency,

bandwidth, modulation, and power output. 2. What happens when command link is lost? Will it climb to a specific altitude? Orbit? Can it

land itself? What is the timing and sequence of events? Is there a time limit? 3. How does the UAS respond if the command link is never reestablished? 4. How does the UAS recognize that loss of command link has occurred? 5. How does the UAS operator in the ground control station recognize loss of command link has

occurred? 6. Are there any identified single point or common mode failures in the command and control

links? If so, how are these mitigated? 7. What is the processing time (i.e. lag time) of the command and control links?

b. Return Home Modes (NOT lost-link).

1. Some UAS will self-detect an in-flight failure/discrepancy and automatically abort the mission and return. Does this UAS have an automatic "return home" feature (sometimes also called "reversion mode" or "Preprogrammed Emergency Mission")? 2. What conditions will cause the UAS to go into "return home" mode? 3. What does the UAS do once it arrives at the "return home" point? Will it climb to a specific altitude? Orbit? Can it land itself? What is the timing and sequence of events?

c. Selection of Lost Link, Return Home (i.e. Emergency) Locations. 1. Can the "emergency” point be any location or just the takeoff point? How many “emergency” locations can the UAS have? 2. Is the “emergency” point pre-programmed or can it be updated in flight? 3. Is the UAS required to fly direct to the “emergency” location or can it fly a programmed route (intermediate waypoint(s)) to its assigned location? Are altitude limits defined? What happens if the altitude limits are exceeded? 4. How are the “emergency” positions entered? What safeguards prevent erroneous position input?

d. Backup Communications Links.

1. Is there a backup command transmitter and receiver? Is the backup link on the same frequency as the primary?

2. Does the backup transmitter have the same or more “effective radiated power”?

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e. Link Analysis. 1. Has Radio Frequency (RF) link analysis been performed to verify that both primary and

backup transmitters can communicate with the UAS at the furthest point in its planned operation?

2. Does link analysis address all RF links? • uplinks from primary and backup ground stations • secondary uplinks from each ground station • own-links to primary and backup ground stations • Flight Termination Link (if equipped) 3. What is the maximum range for each link? 4. How do you determine if the primary and backup transmitters are radiating specified output power? 5. How do you determine if the vehicle primary and backup command and control receivers and FTS receivers, if equipped, are operating at specified sensitivity? 6. Are there any nulls in the command transmitter antenna pattern? If so, describe. 7. Are there areas of RF masking due to location of antennas on the UAS relative to their position and to ground station antennas? 8. What is the link susceptibility to multipath? What is the system response if multipath is experienced?

f. Loss of UAS Position Information. 1. Fully describe the navigation system of the UAS, including backup navigation sources if applicable. 2. What are the sources of UAS navigation position information to the UAS operator? 3. Are there redundant sources so the UAS operator can tell if there is a discrepancy? 4. How will the UAS respond in a denial-of-GPS environment? What happens if GPS is not recovered? What happens if the GPS stops reporting (locks up) or keeps reporting the same position information? Does the UAS navigation system take into account GPS Dilution of Precision (DOP) in using GPS data for navigation? 5. If the UAS operator loses primary position information, is control also lost? 6. Does the UAS operator have access to any external sources of position information that could serve as a backup (radar, IFF, or binoculars)? 7. How does the UAS autopilot respond to loss of primary internal navigation source? Is there a backup? What are the indications in the ground station to the UAS operator?

g. Loss of Flight Reference Data.

1. Fully describe the inertial flight data system of the UAS, including backup sources if applicable. 2. What are the on-board sources of position, attitude, heading, altitude, and airspeed information to the UAS operator and/or autopilot? 3. How does the vehicle autopilot respond to loss of primary attitude source? 4. Is there a dead reckoning (DR) mode if GPS or inertial navigation is unavailable or degraded?

h. Unresponsive Flight Controls. 1. What will happen if a servo or flight control sticks or becomes unresponsive? How does the autopilot respond? Is there a backup? How quickly will the UAS operator recognize this?

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2. What happens if the throttle is stuck? How will the UAS operator recognize this condition? Is there a recovery procedure?

i. Loss of Propulsion. 1. What happens to the vehicle when propulsion stops? Will the UAS immediately depart controlled flight or can it glide for some distance? 2. Will sufficient velocity and electrical power remain for “controlled ditch” or “dead stick landing”? 3. Can the engine be restarted, turned off, or turned on in flight? 4. Is the propulsion system affected by environmental conditions (temperature, icing, dust, etc.)? What are the limits? Are the limits and failure modes confirmed by test data? Are limits considered in the test plan? 5. How are fuel volume (or battery charge) and utilization monitored during flight?

j. Loss of Electrical Power.

1. What happens when primary electrical power is lost? 2. Is there a separate battery bus? What does the battery bus power? Does automatic system load shedding occur if power is reduced? Are there "essential busses" for reduced power operations? 3. Are all flight essential systems on an essential bus? 4. Is there a battery power available time limit associated with loss of electrical power? How long? 5. If equipped with a backup battery, how is it checked prior to takeoff? 6. Safety backup system battery lifetime is a critical issue. How do you know how much emergency battery power is left? Is battery usage data available on telemetry? Is a battery use log kept?

k. Ground Control Station.

1. What is the source of electrical power for the ground control station? Is there an un- interruptible backup power source? 2 What happens if electrical power is lost? 3. Do backup command transmitter and emergency systems have adequate protection from loss of electrical power? 4. If power to the ground station is lost, does it affect how flight information is calculated? Do all flight parameters get reset to zero?

4. FLIGHT TERMINATION SYSTEM A major concern for Range Safety is containment of the UAS within its assigned range test area.

Range Safety must ensure that the UAS system does not enter into a “fly-away” condition. This section describes those features of the UAS that will prevent a fly-away condition.

a. Deadman Switch/Kill Switch/Failsafe.

A Deadman Switch/Kill Switch/Failsafe timer is typically circuitry that is incorporated into the UAS that will cause the UAS to stop flying, typically by stopping propulsion. The Deadman/ Failsafe functionality can be programmed to occur automatically, based upon a hardware failure, such as loss of heartbeat or software failure. In some cases a kill switch can also be controlled from the ground. The CloudCap/Piccollo Tach/Deadman interface board is one example of this technology.

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1. Has a Deadman switch, kill switch, or some other failsafe mode been incorporated into the UAS design?

2. Describe how this function has been incorporated into the UAS design. 3. When the function is activated, describe what happens to the UAS. What is the timing and

sequence of events? b. Prevention of Fly-Away Conditions.

1. Describe any systems installed in the UAS designed to prevent a fly-away condition. 2. What failures could cause a fly-away condition and how are these mitigated?

c. Parachute.

1. If the UAS has a parachute system, at what altitude will the chute deploy and what is the impact and drift rate? 2. What is the rate of descent at max weight? 3. Are there altitude, airspeed, or attitude limits on deploying the parachute? 4. Does the engine have to shut off prior to the deployment of the parachute and what happens if the engine fails to shut down? Can the propeller cut the parachute shroud line?

d. Independent/Standalone Flight Termination System (FTS). 1. Is an Independent/Standalone FTS system installed? Describe its architecture. 2. Describe the operation of the FTS. What is the timing and sequence of events? 3. Does the FTS operate on an independent battery circuit? Does the FTS activate if the battery fails (i.e., fails “safe”)? 4. If there is a separate FTS Transmitter, does its coverage equal or exceed the command transmitter coverage? Does the coverage meet or exceed the maximum range the UAS will fly? 5. Is there a “fail safe” mode that comes into play if a FTS command is not received? What conditions cause it to activate? What happens (engine shut off, flight controls to “turn” or “tumble”)?

5. QUESTIONS ABOUT AIRSPACE AND AIRFIELD OPERATIONS a. Airspace.

1. Will test procedures require exclusive airspace? If not, how will risk to other aircraft be minimized? 2. If shared, is UAS airspace use compatible or incompatible with any type aircraft or type mission? 3. What are the weather minimums for this type vehicle? Can the UAS fly in clouds or IFR conditions?

6. MISCELLANEOUS

a. Ground Safety. For systems that do not utilize wheeled takeoff and/or landings, what are the ground safety arcs

for launch and recovery operations? The ground safety arcs are those areas that are free from personnel, except system operators if required, during launch and recovery operations. Please provide a diagram of these safety arcs for both launch and recovery operations.

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b. Mishaps. 1. Is there a mishap plan? 2. What are the procedures in the event of a mishap?

c. Tracking Systems. What do you have? Can it be shared?

d. Is RAS Displayed on GCS Map?

RAS and ROZ MUST be displayed on GCS. e. Camera.

Do you have a forward-looking camera on board? Camera must be on board for non-line of sight.

f. Line of Sight.

All non-proven UAS must be flown within visual line of sight until MA UASTC personnel give safety approval to fly non-line of sight.

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ANNEX C 

COMPOSITE RISK MANAGEMENT WORKSHEET

Please follow the link below and complete the fillable DD FORM 2977  www.dtic.mil/whs/directives/forms/eforms/dd2977.pdf  

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ANNEX D

UAS Loss/Crash/Injury Report 1. Type of UAS: 2. Owning Organization: 3. Date of Loss (dd/mo/yr): 4. Time of Loss (Local): 5. Site/Location of Loss: 6. Map Coordinates of Site of Loss: 7. Flight Log Information: 8. Pilot: • Mission: • Channel: • GPS Keyed: Yes ☐ No ☐ • Launch Time (Local): • Duration of Flight: • Weather: • Temperature: • Wind Speed: • Wind Direction: • Lighting: Night ☐ Dawn ☐ Day ☐ Dusk ☐ • Camera Type: • Other Factors: • Moonlight Illumination: • Cloud Cover: • Other Conditions: 9. Circumstances: • Origin/Launch Site: • Mission: • Launch Problems: • Problems during Flight: • Landing Problems: • Flight Mode at Time of Loss: A H L N M • Commanded Altitude or Throttle Setting (Feet): • UAS Altitude above Ground: • UAS Heading (Degrees Magnetic): • Last Known UAS Location: • Rally Point Location and Altitude: • Loss of Link Indication: • GPS Startup Problems:

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• Previous Problems/Maintenance Issues That May Have Contributed to the Loss: • Flight Recorded/Taped: Yes ☐ No ☐ • Location of Tape: • Summary of Mishap and Damage: 10. Actions Taken upon/after Loss (Search Pattern Used, Number of Searchers, Duration of Search,

Use of Aircraft to Assist, etc.): 11. Damage: • Aircraft: • Government Property: • Private Property: 12. Injuries (If Any): 13. Personnel Information: • Pilot Name: • Location and Date of Completion of Certified Training: • Mission Controller Name: • Location and Date of Completion of Certified Training: • Witnesses Name and Role (i.e., RVT Data Capture, UAV Team Leader, etc.): • Other Personnel (Name and Role, i.e., Search Team Members):

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ANNEX E:

SAFETY OF FLIGHT DECLARATION/STATEMENT IN LIEU OF AIRWORTHINESS CERTIFICATE

1. A Safety of Flight Declaration/Statement must be submitted for all UAS that do not have an

Airworthiness Certificate issued by the FAA. This Declaration/Statement must describe in detail the characteristics of the UAS and previous activity using this type of UAS; and be signed by a qualified engineer able to attest to the airworthiness of the vehicle. See example below.

2. Examples of Safety of Flight Declaration/Statement

a. The Yamaha RMax Unmanned Aircraft System is the result of intense

research, development, and testing effort with exact engineering standards. The RMax was developed by Yamaha as a highly stable crop-dusting vehicle but used by DARPA and Georgia Tech to carry payloads including visual equipment and autonomous controls. This particular RMax (aka DARPA-Max) and its near-copy (aka GTMax) have been used before in previous DARPA programs and logged more than 300 flights. The DARPA-Max has undergone sufficient engineering review to warrant a high state of confidence in the flight capabilities. The system was purchased by the government and modified for the DARPA-sponsored HURT (Heterogeneous Urban RSTA-Reconnaissance, Surveillance, Target Acquisition-Team) program for which Northrop Grumman is the prime contractor. On the HURT program, this RMax was tested extensively last year for one month at Mojave Airport (Mojave, CA) and one month at the Southern California Logistics Airport MOUT site (Victorville, CA) in single and multi-vehicle configurations. Well-trained, experienced operators were subcontracted to control the vehicle, minimizing risk to the GFE (Government Furnished Equipment).

b. The Pointer UAV, Raven UAV, Dragon-Eye UAV, and Wasp MAV,

delivered by AeroVironment for use on the HURT Program, have undergone extensive engineering review and accumulated sufficient flight time to warrant a high confidence in their basic flight capabilities. In addition, each of the UAVs will be operated by a trained and experienced AeroVironment UAV Operator during planned HURT operations.

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ANNEX F

ENVIRONMENTAL PERFORMANCE STANDARD 15 15. Hazardous Materials Performance Standards 15.1 Where they are permitted, use and application of hazardous materials shall be otherwise

minimized in accordance with pollution prevention and waste minimization practices, including material substitution.

15.2 No permanent disposal of hazardous wastes within the Groundwater protection Policy

area/Camp Edwards field training areas will be permitted. 15.3 Fuel Management 15.3.1 Spill Prevention, Control, and Countermeasure Plan, is in place to reduce potential for a

release. Camp Edwards Spill Response Plan is in place to respond to a release if an event should occur. All users will comply with these plans at the Camp Edwards Training Area.

15.3.2 If found, non-complying underground fuel storage tanks will be removed in accordance with

state and federal laws and regulations to include remediation of contaminated soil. 15.3.3 No storage or movement of fuels for supporting field activities, other than in vehicle fuel

tanks, will be permitted except in approved containers no greater than five gallons in capacity. 15.3.4 New storage tanks are prohibited unless they meet the following requirements: · Are approved for maintenance heating, or, permanent emergency generators and limited to

propane or natural gas fuels. · Conform to the Groundwater Protection Policy and applicable codes. 15.4 Non-fuel Hazardous Material Storage 15.4.1 No storage above those quantities necessary to support field training activities will be

allowed within the Camp Edwards Training Area except where necessary to meet regulatory requirements, and where provided with secondary containment.

15.4.2 When required by applicable regulation, the user shall implement a Spill Prevention, Control

and Containment/Emergency Response or other applicable response plan.

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ANNEX G: EMERGENCY ASSISTANCE CONTACT INFORMATION

Emergency Telephone Numbers Camp Edwards Range Control 508-968-5925 508-968-5926 JBCC Fire Department 508-968-4117 Falmouth Hospital 508-548-5300 USCG Air Station Operations 508-968-6412 FAA Cape TRACON (K90) 508-563-1400 KFMH Tower 508-968-7105 E&RC Environmental Manager 508-968-5148 Key Personnel MA UASTC Manager 508-563-2785 Office

617-519-9857 Cell JBCC Executive Director 508-968-7111 Office

Director PTMS Camp Edwards 508-968-5802 Office

Facility Commander, AASF #1 508-968-5216 Office

Range Operations Manager 508-968-5925 Office

Raven Master Trainer

508-968-5850 Office

E&RC Public Affairs

508-968-5152 Office

EMC Executive Director

508-968-5127 Office