GUIDANCE NOTE: Managing the risks of unmanned aircraft operations in development projects Unmanned aircraft systems Technology CHRIS MORGAN / WORLD BANK Drone pilot changing batteries between flights in Zanzibar 2 unmanned aerial systems technology This publication is a product of the staff and consultants of the International Bank of Reconstruction and Development/The World Bank. The findings, interpretations, and conclusions expressed in this paper do not necessarily reflect the views of the executive directors of the World Bank or the governments they represent. The World Bank does not guarantee the accuracy of the data included in this work. This note is created by The World Bank and available under the Creative Commons Attribution 3.0 Unported (CCBY3.0) license. This guidance note is intended to be a live document and is subject to change without notice. cover: mark iliffe Preparing for launch in a schoolyard. unmanned AIRCRAFT systems technology CONTENTS 1. Acknowledgments 11 2. Introduction 13 3. World Bank Group (WBG) use of unmanned aircraft technology 17 4. Regulatory framework 21 4.1 Current unmanned aircraft regulations 21 4.2 Transition to a risk based safety approach 22 4.3 Future unmanned aircraft regulation 26 5. WBG: Potential operational risks and considerations 29 5.1 Operational risks 29 5.2 Advances in technology and risk mitigations 29 5.3 Other considerations 31 5.3.1 Public perception 31 5.3.2 Social / environmental considerations 31 5.3.3 Data protection 33 5.3.4 Cyber security 36 5.3.5 Reputational risk considerations 37 6. Risk management 39 6.1 Hazard identification 39 6.2 Calculating risk 40 6.3 Addressing risk 40 6.3.1 Geo-limitation 41 4 unmanned AIRCRAFT systems technology CONTENTS 6.3.2 UAS traffic management (UTM) systems 42 6.3.3 Collision avoidance, autonomy, and BVLOS operation 43 6.3.4 Communication performance, frequency, and spectrum issues 43 6.3.5 Conspicuity, physical markings and registration 44 6.3.6 Frangibility 45 7. Recommendations for WBG operations 47 7.1 Introduction 47 7.2 Considerations for UA operators 47 7.2.1 Regulations 49 7.2.2 Operational standards 49 7.2.3 Quality standards (ISO 9001:0215) 49 7.2.4 Safety management system (SMS) 50 7.2.5 Insurance 50 7.2.6 Operations manual 50 7.2.7 Personnel 51 7.2.8 Training 52 7.2.9 UAS platform selection 52 7.2.10 UAS maintenance process 52 7.2.11 Battery management 54 7.2.12 Spectrum 54 7.3 Pre-flight actions 56 7.3.1 Specific operations risk assessment (SORA) 56 5 unmanned AIRCRAFT systems technology CONTENTS 7.3.2 SORA task plan 55 7.3.3 Flight-specific risk assessment (RA) 58 7.3.4 Checklists 59 7.3.5 Pre-flight briefing 59 7.3.6 Flight team size and composition 59 7.4 In-flight actions 59 7.4.1 Commencement of flight operations 59 7.4.2 Take-off and landing (TOL) 61 7.4.3 Typical UA TOL profiles 61 7.4.4 Communications 61 7.5 Visual line of sight and extended visual line of sight operations 61 7.6 Beyond visual line of sight operations 62 7.7 Failure profiles 62 7.8 Post-flight actions 63 7.8.1 Flight logbooks 63 7.8.2 Accident and incident reporting 63 8. Conclusion 65 Annex A: Glossary and definitions 67 Annex B: Citations and references to key resources 69 Annex C: WBG UAS operational checklist form 71 6 freddie mbuya / uhurulabs A Sensefly eBee UA in flight. 7 unmanned AIRCRAFT systems technology LIST OF ACRONYMS ACAS airborne collision avoidance system ADS-B automatic dependent surveillance - broadcast AGL above ground level ALARP as low as reasonably practicable ARIES authority/regulation/insurance/environmental/security ATC air traffic control ATM air traffic management ATZ aerodrome traffic zone BVLOS beyond visual line of sight C2 command & control CC BY 3.0 Creative Commons Attribution 3.0 CCTV closed-circuit television CTR control zone EASA European Aviation Safety Agency ERSG European RPAS Steering Group ESF Environment and Social Framework EUROCAE European Organisation for Civil Aviation Equipment EVLOS extended visual line of sight FAA Federal Aviation Authority FPV first-person view FW fixed wing GPS global positioning system ICAO International Civil Aviation Organization IFR instrument flight rules ISO International Standards Organization ITAR International Traffic in Arms Regulations JARUS Joint Authorities for Rulemaking on Unmanned Systems NAA National Aviation Authority NASA National Aeronautics and Space Administration OEM original equipment manufacturer 8 unmanned AIRCRAFT systems technology LIST OF ACRONYMS PIA privacy impact assessment QE qualified entity RA risk assessment RFID radio frequency identification RLP required link performance RP remote pilot RPAS remotely piloted aircraft system RPS remote pilot station RTCA Radio Technical Commission for Aeronautics, Inc. RW rotary wing SAA/DAA sense and avoid/detect and avoid SARPs standards and recommended practices SMS safety management system SORA specific operation risk assessment SWaP size, weight, and power consumption TCAS traffic alert and collision avoidance system TLS Target Levels of Safety TOL take-off and landing UA unmanned aircraft UAS unmanned aircraft systems UASSG UAS study group UAV unmanned aerial vehicles UK CAA United Kingdom Civil Aviation Authority US United States USD United States dollar UTM UAS traffic management VLOS visual line of sight VTOL vertical take-off and landing WBG World Bank Group 9 CHRIS MORGAN / WORLD BANK Compiling imagery in the Drone Lab at the State University of Zanzibar. 10 unmanned AIRCRAFT systems technology 1. ACKNOWLEDGMENTS This guidance note was prepared by a World Bank team led by Edward Anderson, Senior Disaster Risk Management Specialist, and comprised of Craig Lippett, David Guerin, Joseph Muhlhausen, Roza Vasileva, and Elisabeth Veit. The team is grateful to Uwe Deichmann, Andreas Seiter, Christopher de Serio, Christina Engh, Charles Schlumberger, Keith Bell, Aldo Giovannitti, Elena Kvochko, Trevor Monroe, Keith Garrett and Kathrine Kelm, who contributed peer review and provided invaluable technical insights, critical review, and guidance. The team is thankful to Marianne Fay and Margot Brown who chaired the peer- review meeting, and Boutheina Guermazi, Practice Manager for ICT, for their support. We would like recognize the financial contribution of Korea Green Growth Trust Fund (KGGTF) which made this research possible. The report was edited by Linda Klinger and designed by Dev Design. 11 FREDDIE MBUYA / UHURULABS Drone pilot trainee practicing with a DJI Phantom. 12 unmanned AIRCRAFT systems technology 2. introduction From an origin in military and security impacted by UA operations that currently do applications, the use of unmanned aircraft not have the known levels of reliability that (UA) technology is currently transforming conventionally piloted aircraft (i.e., manned commercial and humanitarian activity. Its aircraft) have. Finally, there is also a need evolution started many decades ago, but to maintain standards of privacy and the was limited by the technology of the time; protection of personal data as the industry in recent years, advances in this area have develops, while considering environmental facilitated an increasingly rapid expansion of impact. UA technology that has started to move into All of these factors are important a variety of sectors. As the societal benefits considerations for users, whether they of UA become clearer, organisations across intend to outsource through established the commercial and government spectrum services or grow and operate in-house UA seek to exploit the technology to improve capabilities in support of their business. their business models and offer a safer, In either case, it is critical to understand cleaner, and more cost-effective alternative what the business and operational risks to traditional data-capture methods. are and ensure mitigation measures are in UA activity is limited currently by the slow place. Understanding the risks will inform pace of regulatory change at the global, commensurate UA platform selection regional, and national levels. The pace of this to enable optimal operations. The more change is driven by the need for seamless expansive and diverse the activity, or the integration into an existing dynamic air closer the operation’s proximity to dense traffic environment such that a proliferation populations, busier airspace, or critical of UA will not compromise levels of aviation ground infrastructure, the more focus needs safety. Another critical consideration is the to be placed on ensuring that effective safety of people, property, and infrastructure governance is applied and safety and on the ground and how these may be operational standards are maintained. 13 unmanned AIRCRAFT systems technology FREDDIE MBUYA / UHURULABS Zanzibar drone team reviewing flight status. These considerations are amplified when appropriate operational and regulatory operating in a large organisation whose considerations that need to be taken into strategic reach means multiple concurrent account while planning and executing UA operations in different regulatory operations; and provides recommendations environments and industry sectors across for how to apply UA technologies within the globe. World Bank Group (WBG) operations and related client activities. Costing of UA This guidance note provides an overview of flights is complex and presently considered the recent rapid emergence and possible outside of the scope of this guidance. uses of UA; discusses potential risks and There is no universal term that refers to unmanned aircraft (UA). Alternatives are unmanned aerial vehicles (UAV); unmanned aircraft systems (UAS); remotely piloted aircraft system (RPAS); and drone – a term used mainly by the media. This guidance note will use UA unless context requires a different term. If required, the complete system (remote pilot, ground control system, and control/communication links) will be referred to as the UAS. In this case, UA refers to the flying portion. 14 unmanned AIRCRAFT systems technology In addition, Annex C – WBG UAS provided ways UA can be put to work to Operational Checklist Form in this guidance further humanitarian goals, a review of UA note provides an operational planning field use case studies, and an overview of framework for UAS operators to apply to the core components of the UA system. each flying task. It provides the planner It is hoped that this guidance note will with a series of operational, authorization, provide a basis for future discussion of UA regulation, insurance, environmental, and in WBG operations. Further work on topics security questions that should be answered such as data policy, differential analysis of before a flying task is conducted. costs, and task team operational manuals, The global commercial drone market size was estimated to be USD 552 million in 2014 and is expected to grow at a rate of 16.9%over the forecast period (2014- 2022)1 This guidance note acknowledges and among others, would be a welcome and complements previous work published in vital addition in enabling the WBG to 2016 by the WBG, “UAV State-of-Play for explore the full potential of this emergent Development,” which was intended as a technology for the achievement of its brief overview of how UAS work. It also strategic goals. 15 FREDDIE MBUYA / UHURULABS Camera being fitted to an eBee UA. 16 unmanned AIRCRAFT systems technology 3. WBG USE OF UA TECHNOLOGY The global market for UA has grown • Environmental sensing exponentially in the past decade, driven by • Agricultural (data collection and the needs of civil commercial operations in pesticide spraying) a variety of industry sectors. Enabling this • Internet provision (through a growth has been the accelerated progress perpetually airborne network of UA) of UA technology, such that capabilities that • Firefighting (urban and forest fires) were unachievable only three to four years ago are now possible. Emerging markets include emergency services, agriculture, security, and a wide Future applications are numerous, and range of data capture and infrastructure although more sophisticated uses are being inspection activities in the fields of pioneered, until now, applications have construction, utilities, energy, insurance, and been mainly focused on imagery capture renewables. for survey, inspection, and security activities. Applications are commonly segregated UA offer a new way to perform tasks that under the following operations titles: previously required the use of conventional aircraft and/or a person working in dull, “Aerial Delivery,” “Aerial Surveillance or dirty, or dangerous situations. Humanitarian Survey,” and “Other Uses” and include: and conservation applications have also • Delivery (medical supplies, mail, increased and future markets will be driven groceries) by the need to manage the earth’s scarce • Cargo (including passengers) resources, from urban development to • Search and rescue or disaster response natural resources and disasters, to energy and people. As industry changes its appetite • Meteorology (airborne weather sensors) for the utilisation of UA technology, it has • Radiological sensing to adapt to new operational challenges and • Atmospheric sensing 17 unmanned AIRCRAFT systems technology risks. procurement documents should specifically cover liability/indemnity, The WBG will normally be involved in UA insurance requirements, safeguards, operations in two ways: and other duties of the contractor. • WBG-funded client activity - In 1. Recipient-executed activities: The cases where Bank funds are client government or designated purchasing the equipment for agency operates the UA themselves the client, the task team will need to make a broader due diligence or outsources to an appropriately assessment: capacity of the equipped organisation to deliver the client to operate and manage services, using WBG project funds UA productions safely, liability channelled via the government. and insurance requirements Although not mandatory, the UAS (i.e., does the Bank require the government organization operator should be selected using a to be insured?), training and structured selection framework to certification of operators, etc. ensure consistent supplier quality and Procurement documents should compliance with recognised best- include the necessary training, practice risk-management processes. certification, etc., in addition to hardware/software specifications. • Outsourced solution - In the case Procurement processes should of an outsourced supplier, liability also consider International Traffic and related insurance requirements in Arms Regulations (ITAR), as they will be the responsibility of the will govern acquisition strategy for nominated organisation. The these types of operations. UA come in all shapes, sizes, and weights, although in the commercial sector, the vast majority are small, weighing less than 20 – 25kg. UA have three main configura- tions: fixed wing (FW), rotary wing (RW), and hybrid. FW UA – Configured like a traditional FW aircraft, FW UA have a range of landing and take-off profiles usually with a bigger footprint. Their flight profile means that they are more aerodynamically efficient and usually have a longer range and greater flight endurance. RW UA – RW platforms fly using the same principles as manned helicopters, although the vast majority often have four, six, or eight rotors. Consequently, the platforms have a Vertical Take-Off and Landing (VTOL) capability that makes them more operationally versatile. 18 unmanned AIRCRAFT systems technology LOLA HIERRO Overlaying drone imagery for Nungwi, North Zanzibar. WBG has a responsibility to ensure that all its activities are conducted safely and risks are managed appropriately. 2. WBG-executed operations: The driven service providers - can be World Bank may require UA identified and approved. services to directly support its WBG operations are considered to be activities. These are typically smaller commercial and are therefore not under activities focussing on training and the regulations governing recreational or knowledge sharing, or on monitoring, hobbyist activities. supervision, feasibility studies, and risk assessment. To ensure that WBG has a responsibility to ensure that outsourced services are sufficiently all its activities are conducted safely and safe and professional, shortlisted risks are managed appropriately. This companies should undertake an duty of care extends beyond operational appropriately rigorous due diligence safety and includes the WBG’s strong process. The obvious benefit is to commitment to protection for people ensure that quality - and safety- and the environment (underscored by 19 unmanned AIRCRAFT systems technology LOLA HIERRO Field monitoring of flight progress. the WBG’s new Environment and Social • More flexible, affordable verification Framework (ESF), launched in 2016) as well tools as to data protection and security. • Reduced risks to WBG staff and people and infrastructure in the project area The use of UA technology offers direct • Lower costs benefits to WBG’s wider activities. These benefits are many and varied, and include: The evolution of UAS technology and • Higher-quality data available in larger regulations will have additional beneficial quantities applications outside of the commercial • Reduced planning cycles sector, principally in humanitarian applications. • More efficient work processes 20 unmanned AIRCRAFT systems technology 4. REGULATORY EVOLUTION 4.1 CURRENT UA REGULATIONS countries with emerging market economies as an interim step towards more evolved and For small UA (typically under 20 – 25kgs in integrated UA operations. The regulations weight), there are basic operating principles are very much geared to providing some in place to reduce (but not eliminate) risks procedural separation from people on the to other airspace users and people and ground and conventionally piloted aircraft property on the ground. Broadly speaking, in relatively low-risk environments. The these principles are: industry continues to evolve as UA are • Operation within visual line of sight required (and able) to fly further, higher, (VLOS) of the operator but not beyond and longer and the number of platforms 500m from the launch point and flights escalates. Only fragmented or • Flight not above 400ft (120m) restrictive regulatory frameworks impede • Flights must yield right of way to other this otherwise unfettered growth. aircraft • Limits on flights over large groups of The regulating body responsible for people or urban areas international aviation, the Inter- national • Limits on proximity to people during Civil Aviation Organization (ICAO), is a flight and critical stages of flight (take- specialised agency of the UN and has off/landing) 191 member states. ICAO is tasked with • The UA must be equipped with a ensuring safe, efficient aviation through return-to-home function in case of loss the Chicago Convention, including 19 of radio link annexes and over 10,000 standards and • In most cases, UA may not fly within recommended practices (SARPs). ICAO 5km of an airport does not yet stipulate regulations for UA in autonomous or low-level operations, With a few exceptions, these principles have but it does for international cross-border been broadly adopted across many of the 21 unmanned AIRCRAFT systems technology operations, or if the mission is certified a strong market balanced with the local to the level of a conventional aircraft (for needs of states. example, flying under instrument flight rules (IFR)). Amending SARPs can take five to 4.2 Transition to a risk-based seven years, while global implementation of safety approach new rules can take decades and differences EASA has a strong working relationship may still exist in several countries. ICAO with the US through the Federal Aviation established the UAS study group (UASSG) in Authority (FAA). Both participate and are 2007 with the goal of supporting regulation supported by technical groups such as: and guidance development. The Remotely Piloted Aircraft Systems Panel superseded • Joint Authorities for Rulemaking on Unmanned Systems (JARUS), delivering the UASSG in 2014, and was scoped to mature UA guidance for authorities to facilitate the safe, secure, and efficient use in rulemaking efforts integration of UA into non-segregated • Radio Technical Commission for airspace and aerodromes while maintaining Aeronautics, Inc. (RTCA) developing existing levels of safety for manned aviation. standards to support authorities’ “Segregated” refers to airspace set aside for rulemaking programs focussed on UA only, with access denied or restricted to Detect and Avoid and Command & Control (C2) performance conventional aviation. • ASTM International, centred on To fill this regulatory void, several ICAO airworthiness systems member states have formulated their own • European Organisation for Civil regulations. This has led to a patchwork Aviation Equipment (EUROCAE), which of different policies and a lack of works closely with RTCA and deals with the standardization of electronics in standardisation when operating in different aviation countries; Europe is an excellent example of this. Since 2015, however, the European Both Europe and the US have strong Aviation Safety Agency (EASA), under the steering groups, such as the European RPAS direction of the European Commission, Steering Group (ERSG), Drone Advisory has expanded its regulatory role beyond Committee, and Focus Area Pathfinder its previous mandate of operations Program. From these groups, the FAA, EASA, heavier than 150kg and will now be and others have adopted a risk-based safety responsible for all unmanned regulations approach to the integration of UA into in Europe. EASA is successfully adapting the air traffic management (ATM) system. the regulatory framework to the rapid Additional countries and regions are also adjustments that need to be made to safely embracing this method. and constructively accommodate UA in a harmonised, unhampered manner to create The greatest challenges for integration of 22 CHRIS MORGAN / WORLD BANK COLA representative preparing eBee for launch 23 unmanned AIRCRAFT systems technology MARK ILIFFE Preparing an eBee UA in the field. UA stem from the expectation that they acceptable level that is as low as reasonably must meet the equivalent levels of safety practicable (ALARP). Many aviation risks are applied to conventionally piloted aircraft, mitigated through having a human in the while integrating in a seamless manner cockpit to, for example, sight and avoid into the present ATM structure and being conflicting traffic, fly clear of dangerous transparent to air traffic control (ATC), all terrain or weather, or troubleshoot failure without penalising other airspace users. states. This is, of course, different for UA, Further challenges arise as security, privacy, where trade-offs need to be considered and environmental issues must also be until suitable extraordinary technological addressed for UA operations. advances will replace the pilot on-board. These trade-offs are less difficult for the Target Levels of Safety (TLS) is a generic vast majority of present unmanned missions term signifying the level of risk that is by small, light vehicles operating at low considered acceptable. It is a concept levels and proximate to the remote pilot specific to the aviation industry and one (RP), who can visualise the environment that will – or should – be adopted by the around the mission. The risk of injury from UA sector. The objective of TLS for manned the UA to nearby people or damage to aviation is to protect the human on-board sensitive infrastructure, however, needs to (i.e., crew and/or passengers) by reducing be addressed. risk through mitigation or prevention to an 24 unmanned AIRCRAFT systems technology This equation is complicated with any objects from aircraft in the majority of flights beyond the visual range of the states, yet this ability could be instrumental RP or observers, as adequate on-board in humanitarian missions and could prove sensing (i.e., light, functional, low energy to be extremely safe in specific operations consumption) and separation from other utilising small UA flying slowly at low level. airspace users, terrain, weather, wildlife, Global and regional regulatory bodies etc., is not yet possible. In addition, the are grappling with the challenges that UA communication and control links between operations present in terms of integration the RP and the UA are not yet considered within a dynamic multi-dimensional reliable outside radio line of sight. aviation environment and the risks that Furthermore, heavier or faster platforms UAS technology present to people and raise the airspace and ground risk property on the ground. A broadly similar significantly, as do operations over areas approach is being taken at global, regional, of high population density or complex/ and national levels with individual national dense air traffic. A small UA operating over aviation authorities (NAA) following a gathering of people might be a higher common lines. Some, like the United risk than a large platform operating long Kingdom Civil Aviation Authority (UK CAA), distances in an uninhabited region with no have had interim UA regulations in place other airspace users. for four to five years. The US FAA was late to adopt, but has quickly moved through Global and regional regulatory bodies are grappling with the challenges that UA operations present in terms of integration within a dynamic multi-dimensional aviation environment. The way forward appears to lie in a to the present Part 107 framework, which regulatory framework very different from offers safety regulations for UA weighing that of conventional aviation: a risk-based less than 55 pounds (around 25kg) that safety approach where the response conduct commercial operations. is in proportion to the operation being conducted, with no people on-board, Globally, many countries now have a using atypical flight missions. Dropping limited interim framework in place, largely items from aircraft emphasises the need in response to the exponential increase of for a new approach. It is illegal to drop small UA operations, or rely on an operator 25 unmanned AIRCRAFT systems technology having a makeshift, ad hoc arrangement The risks presented by conventional with the NAA or local authorities. Current operations rise progressively with an global UA regulations are summarised at increase in the energy, mass, size, www.droneregulations.info. and complexity of the aircraft and the environment that surrounds it. These factors Not only must UA regulations be followed are detailed in a three-category approach. where they exist, but other laws must be See Figure 1. respected and approvals and clearances must be sought. Examples of these laws The division between the Open and Specific and regulations include those for privacy categories is considered easier to describe and data, environment (noise, wildlife, in terms of operational complexity, and the emissions), approval from the landowner, tool to assess this division is known as a defence/military, local council/government, Specific Operation Risk Assessment (SORA) ATC (contacting the air navigation service and is further described in Section 7.3.1. A provider initially and the ATC unit on the day larger UA could feasibly deliver cargo safely of the flight). These are discussed further in under the specific category over the ocean Section 5.3. where other aircraft are rare, while flying a small UA over an urban area may present 4.3 future regulation an unacceptably high risk to people on the ground. There are some slight regional differences in the evolution of future small UA regulation, It is anticipated that WBG operations will but most focus on moving away from mainly consist of tasks in the Open and categorization by weight or mass, and Specific categories, with the assumption towards risk. being that technology and strategic appetite is not yet mature enough to warrant the use In many countries, UAs that did not of large, sophisticated UA in the Certified exceed 150kg in weight were exempted category in support of WBG operations. A from meeting regulations imposed portion of WBG projects that could benefit on conventional aircraft. For example, from UA data capture support will operate until recently in Europe, UA over 150kg in the Open category, where a small UA may were under the remit of the European operate in remote areas with low population regulator, EASA, while those below were density and where, consequently, the the jurisdiction of each of the national operational risk is low. Additionally, the authorities. The aviation regulatory degree of difficulty of the task may be low, community now advocates a risk-based requiring a simple, uncomplicated flight approach that links the level of risk to the path. It is also feasible that the WBG could type of UA operation and the circumstances ensure a SORA is followed for operations in encountered during the task. regulation dearth environments. 26 unmanned AIRCRAFT systems technology open SPECIFIC CERTIFIED • Low risk • Increased risk • Regulatory regime similar to manned • Competent authority • Approval based on aviation notified by member specific operation risk states; no pre-prepared assessment (SORA) • Certified operations approval envisaged to be defined by • Standard scenarios implementing rules • Limitations (25kg; VLOS; • Approval by NAA maximum altitude; no • Pending criteria possible, supported by or limited drone zones) definition, EASA accepts accredited qualified application in its present • Rules (no flight entity (QE) unless remit over crowds, pilot approved by operator competence) with privilege • Some systems (e.g., Datalink, Detect and • Use of technology • Operations Manual Avoid) may receive (defined in Section 7.2.6) • Subcategories including independent approval mandatory to obtain harmless approval • A risk-assessment approach allows taking into account new technologies and operations Figure 1: EASA Proposed Categories2 27 FREDDIE MBUYA / UHURULABS Local wildlife near a UA. 28 unmanned AIRCRAFT systems technology 5. POTENTIAL OPERATIONAL RISKS AND CONSIDERATIONS 5.1 operational risks Possible risks include: • Operational risk to UAS operators Operation of emerging technology such as subject to operating environment UA brings with it new risks and hazards that • Proximity to people not involved in the must be fully understood and appropriately operation addressed to enable optimal use. Safety • Collision with adjacent infrastructure risks are inherently linked to the proximity • Air collision with conventionally piloted of people and vital infrastructure, and it aircraft and other UA users is inevitable that some WBG tasking may • Environmental factors require UA operations over, or close to, urban areas. The conduct of such operations • Impact on indigenous wildlife will be affected by a range of increasing • Breach of privacy or data protection risk factors, which must be sufficiently regulations addressed prior to flight and remain ALARP • Susceptibility to cyber security hacking during the operation. Risk, when relating to and hijacking3 UA, is generally divided into two categories: airborne risk, i.e., conflict or collision with 5.2 Advances in technology and another airspace user caused by an aircraft risk mitigation upset or system failure, and ground risk, The risk to safety increases as more and i.e., people or infrastructure on the ground, more UA operate closer to people and related to a UA crashing or causing falling infrastructure, nearer to conventional debris. Risk management is a broad area airspace users, and in close proximity to that includes financial, reputational, or other UA. Europe had an estimated 3 million occupational risks. Some of these non- small UA in operation in 2016, while the operational risks are considered in Section FAA estimates numbers will rise from 2.5 5.3. to 7 million in the US by 20204,5. Delivery 29 unmanned AIRCRAFT systems technology freddie mbuya / uhurulabs Drone pilot doing last pre-flight checks The inevitability of wide-scale UAS use should not be underestimated. As with any opportunities brought about by advances in technology, they go hand-in-hand with a set of new and little-understood risks.6 platforms also entail missions either measures include the ability to identify UA beyond the range of the RP or in a fully both during flight and through registration autonomous manner, as well as during of the craft and its pilot. Moreover, tools inclement weather and in darkness. The can prevent a UA from flying out of control number of reports of incidents involving or crashing dangerously when control is UA and conventional airspace users is also lost, and the construction of the aircraft can escalating. Mitigating these safety risks be formulated to reduce injury during an requires several strategic and technical impact. solutions to segregate each of these players, Significant to the WBG is that supporting such as ground-based traffic management technologies may not exist outside of urban systems with real-time awareness of the areas that have extensive infrastructure and position and intention of all airspace users investment to support various programs and any required airspace limits. Additional 30 unmanned AIRCRAFT systems technology (for example, Amazon’s Prime Air or It is important to note that there is a strong Google’s Project Wing). In such dearth association between UA and military environments, a hazard-identification activity. In active and post-conflict areas and risk-assessment process will assess where UA have been used for military the risks and possibly propose mitigation purposes, public perception may differ strategies reliant on less expensive tools. substantially. Especially in those high- profile cases where UA have had an active Finally, open source software is susceptible role in warfare, including targeted or to hacking, and the control or automation mass killings, it is to be expected that the system for UA can be overridden, creating population will not differentiate between a possible weapon. Alternatively, the UA used for development or humanitarian communications links from aircraft can be purposes and those used for military ends. intercepted, compromising privacy. Flying in areas where military UA have been used, or where their use is suspected 5.3 Other considerations or feared, is thus a highly complex task and must be undertaken with the 5.3.1 Public perception highest degree of sensitivity towards the Public perception on the use of UA will perception of the local populace. vary, subject to the country of operation Overall, it is important that, in conducting and its exposure to UAS technology. UA operations in support of its projects, Broadly speaking, in a global context, regardless of the location, the WBG can public knowledge of and interest in ensure that it determines how receptive UA technology is growing, together the local populace is to UA and seeks to with questions on how safe they are to educate on the societal benefits where use. In countries with more advanced appropriate. economies, including the United States, United Kingdom, France, and Australia, 5.3.2 Social/environmental considerations public perception is heavily influenced by the media, who will readily feature UA operations should, where applicable, stories on “drones”—as the media refer to have a negligible impact on the them—when it is considered newsworthy. surrounding environment, populace, and In many cases, especially where there is ecosystem in the country in which the task a humanitarian or consumer dimension, is being flown. this coverage is positive, but there is Due to their construction, most an increasing level of focus on safety UA currently have a typically low and privacy concerns, which generates CO2 footprint and, therefore, low negative publicity. environmental impact, unless a larger 31 unmanned AIRCRAFT systems technology system using an internal combustion wildlife response must inform operational engine is employed. The supporting staff planning. Birds of prey and territorial birds, and equipment can have a significant such as crows, have reacted strongly to environmental impact, however, depending FW UA, which are comparatively quiet and on the size of the task being flown. This can resemble a bird of prey in flight. Often, should be factored into any environmental birds are content to shadow the device, considerations for UA operations. but attacks have occurred. Most often, the damage sustained by the UA is non-critical, UAS operators have a responsibility to understand where national and local environmental regulations exist and remain sensitive to the impact their operations may have on the local environment. UAS operators have a responsibility to such as damage to wings or body, but large understand where national and local eagles have dived on and downed UA in the environmental regulations exist, remain past. These scenarios are dangerous not sensitive to the impact their operations only for the UA and its operators, but for the may have on the local environment, wildlife itself; in one instance, overzealous and ensure compliance at all times. The staff at a local airport shot a nesting pair of privacy, comfort, and safety of local endangered eagles to prevent damage to populations should be maintained as much the UA. Needless to say, incidents such as as reasonably possible. Projects that fly this run counter to the interest of the World over or in proximity to lands populated Bank and should be avoided at all costs. The by indigenous groups, in particular, must appearance and sound of the UA, its altitude ensure that their activities maintain a high and flying pattern, as well as seasonal standard of cultural sensitivity and cause events such as bird migrations and mating minimum disruption to the lives of the or nesting seasons of local wildlife must affected indigenous populations. be considered in the choice of vehicle and during operational planning. This sensitivity to the environment is not limited to the local human populace: UAS operators should understand the UA operations can have a direct impact environmental impact their operations on local wildlife. The shape, colour, and will have during the planning phase noisiness of a UA all influence how wildlife and document the risk and mitigation perceives the device, and an awareness of measures that will be applied. This is 32 unmanned AIRCRAFT systems technology FREDDIE MBUYA / UHURULABS Drone pilots discussing flight status. particularly important in the case of requested. emergencies, when the UA may behave in an unpredictable manner. Planning 5.3.3 Data protection of this nature is important, not only for The use of UA for imagery capture thoroughness but also because local or presents numerous challenges in terms national authorities may require this level of capturing, storing, and publishing data. of documentation to be provided prior to Data protection regulations exist in almost granting authorization for operation, and all countries to a certain degree, and should be established by the UAS operator each are designed to protect the privacy prior to flying in each country of operation. of people, such that any imagery should not be stored or used in a way that makes Where no national environmental it attributable to a particular individual. protection legislation exists, UAS operators This is particularly applicable for people nonetheless have a duty of care to ensure on their private property or going about that their operation has a negligible effect their normal daily business. One aspect to on the environment, local populace, which particular attention should be paid and ecosystem at all times, and that the is that of storage. The imagery should be measures are documented throughout stored in a way that it is deemed secure the operation and available for scrutiny if and resistant to outside attempts to 33 FREDDIE MBUYA / UHURULABS Survey team marks out ground control points. 34 unmanned AIRCRAFT systems technology FREDDIE MBUYA / UHURULABS Local community members ask questions about a drone. remove it, while access is limited to only than just the device in the air, so you those images that are required as part of need to ensure that the whole system the task. is compliant”7. In some countries (e.g., Germany), a UAS operating authorization Data protection laws vary from country may be issued only if the operator can to country, as do citizens’ awareness of demonstrate that operations will not the associated risks and regulations in violate data protection rights. On a place. Until very recently, there was often regional level, there is also similar activity, no reference to UAS technology in data such as the drive within the European protection, with the only provision being Union to harmonise the understanding that of imagery obtained through closed- and management of data protection circuit television (CCTV) systems. This throughout the member states and align it has started to shift as recognition of the with the evolution of UA regulations8. emerging technology is better understood, and future data protection laws are set UAS operators should acquaint themselves to incorporate these changes. In cases fully with national data protection laws where UAS are referenced in data privacy for the country in which they operate regulation, there are examples where “the and ensure compliance at all times. It (UAV) covers the whole system, rather will be the UAS operator’s responsibility 35 unmanned AIRCRAFT systems technology to prepare and document what measures Jamming is one way of preventing a have been taken for each task to ensure UA from conducting its planned activity adherence to local and national data and normally results in the UA platform protection regulations. In the case returning to its launch position under an where no regulations exist, it is the UAS autonomous pre-planned program. A global operator’s responsibility to ensure that an positioning system (GPS) jammer is cheap appropriate level of sensible data protection to buy and easily available on the Internet, is exercised, as flights may cause a certain so this may be an affordable way to level of local sensitivity. This activity should interfere with a UA performance. For a more be undertaken at the planning phase and a advanced hack, sophisticated technology Privacy Impact Assessment (PIA) conducted and knowledge of the processes are if appropriate. required, so the risk is consequently lower. 5.3.4 Cyber security To address some of these concerns, UAS operators should acquaint them- selves Much like any other connected devices fully with their UA system, especially its in the Internet of Things ecosystem, UA operational and technical specifications. systems that rely on Internet connections Data encryption should be encouraged may be susceptible to cyber breach. The where available and operators should seek motivation for this interference varies to understand the risk of potential hacking from jamming a UA system to prevent it of their system in the area in which they are overflying property, exfiltrating or wiping flying before conducting the task. information that the UA may carry, or taking active control of a UA for nefarious The environment in which the UA is or criminal activity. UA can also be used as piloted and operated must be malware a platform to conduct malicious activities free, regularly scanned, and incorporate targeted at other connected devices. secure protocols. Simply by using virtual private networks, which are widely available, While motivations may differ, the original one can secure an Internet connection. equipment manufacturers (OEMs) have to In the cases described above, such as incorporate a “security by design” approach malfunctioning of the GPS coordinates, it to offset the possibility of interference in is important to observe behaviour changes the systems or operations. The very fact and identify deviations from normal. Multi- that the systems use radio links and Internet factor authentication (e.g., biometric, facial connections to allow remote control recognition) and access controls can help between pilot and platform facilitates a way ensure that only authorized people have for an external party to directly interfere access. with that link. 36 unmanned AIRCRAFT systems technology Darragh Coward / World Bank Analysts work with UA imagery. Ultimately, the UAS operators and owners environment, wildlife, people, or properties own the risk of ensuring that the cyber risk in an area; or significant damage during a is assessed and managed such that the ground strike by a UA in its employ. In such task can be flown as safely as possible. circumstances, it is inevitable that scrutiny will be placed upon the UAS operator and 5.3.5 Reputational risk considerations the processes he/she has conducted to ensure that the task has been flown in A UAS operator should consider the compliance with existing regulations and consequences to the WBG and its in accordance with best practice safety reputation, as well as to the larger UA principles. It is important that the UAS community and industry, of an accident operator considers these broader risks or incident caused by mid-air collision during the planning phase. with another airspace user; damage to the 37 LOLA HIERRO A survey team managing a UA flight. 38 unmanned AIRCRAFT systems technology 6. risk management The management of risk is essential in operational level, hazard identification is ensuring that WBG UA operations are routinely given less focus than other parts conducted safely at all times. The approach of the risk process, and this increases the to risk needs to be based upon a common likelihood that the management effect will structure and conducted with rigorous be diminished. application throughout the whole operations The following is a list of considered hazards: process, not just the flying component. This ensures that the risk-management process • People – Client or passing pedestrians or observers encompasses all activity and seeks to reduce the possibility of both cultural and systemic • Obstructions – Masts, overhead wires, buildings, train lines, trees, chimneys, failings causing a catastrophic event. Risk power lines is an inherent part of UA operations and, in • Water features – Lakes, rivers, canals, reality, can never truly be eliminated, but can streams be managed in a way to make operations • Livestock – Animals or wildlife feasible in line with the principle of ALARP. • Terrain – Slopes, valleys, farmland, wetlands, flood lands, urban 6.1 Hazard identification • Operating surface – Concrete, grass, The first process of risk management is gravel, sand identifying the hazards that may cause, • Local areas – Schools, nursery schools, either directly or indirectly, operational hospitals, homes for the elderly, prisons, risk. Hazard-identification techniques are military installations, government buildings too numerous to list in great detail and vary in application, but the output remains • Congested areas – Proximity of buildings and people the same: to determine what triggers risk in the operational environment. At an • Airspace considerations – Class of airspace, other air users, prohibited, 39 unmanned AIRCRAFT systems technology restricted, and dangerous areas matrices are colour-coded in “traffic light” • Interference - Uplink or downlink methodology to illustrate risk graphically. interference, control interference Once the level has been established for a • Cultural – Impact on local populace particular risk, an operator can determine Identified hazards should be documented in if follow-on mitigation is required. If the a “Hazard Identification” log. outcome is Review or Unacceptable (see Figure 2), mitigation is applied and 6.2 Calculating risk the process is conducted again, with the intention of bringing the risk down to a level The calculation of a specific or collective acceptable for safe operations. If a risk is risk is determined by two factors: probability shown to be for Review, operators should and severity. always apply mitigation if appropriate. If a • Probability (Likelihood) – Probability risk has been mitigated and still sits within determines the likelihood of an event the Review category, the operator must happening in a situation, given the make a reasoned judgment about whether factors that influence the situation. that risk can be carried. An example of a • Severity (Impact) – If the event occurs, documented risk from an operational risk severity determines the consequences register is shown in Figure 3. and impact it will have on the operational environment. All risk-management activity should be A basic risk-assessment matrix, typical in UA diligently documented in a comprehensive, operations, is shown in Figure 2. structured process that can be used as evidence in the event that an accident Calculating risk is subjective and the occurs. outcomes will, therefore, vary depending on the individual charged with conducting 6.3 Addressing risk the assessment. By assigning a probability of a risk occurring and the severity of a The following overview of technological consequence should this happen, we solutions is for the purpose of providing will arrive at a value that demonstrates information about the risk treatment whether a risk is acceptable, requires process only and is not a guide to UA review to mitigate, or is unacceptable. Most selection. The bottom line is that a drone is a computer. And computers can be hacked.9 40 unmanned AIRCRAFT systems technology SEVERITY Catastrophic (5) Hazardous (4) Major (3) Minor (2) Negligible (1) Frequent (5) Unacceptable Unacceptable Unacceptable Review Review Occasional (4) Unacceptable Unacceptable Review Review Acceptable PROBABILITY Remote (3) Unacceptable Review Review Acceptable Acceptable Improbable (2) Review Review Acceptable Acceptable Acceptable Extremely Review Acceptable Acceptable Acceptable Acceptable improbable (1) Figure 2: Risk assessment matrix 6.3.1 Geo-limitation:Either in the form of cannot operate is a recent technology, geographical (geofencing) or performance and currently only available on certain constraints platforms, notably DJI products. Most of the geofencing systems on the market Geofencing can prevent unintentional are hard-wired into the UA software and access by UA to sensitive areas such as have limited ability to remove or adapt the airports or power stations. It is often GPS restriction if required. Most stakeholders linked and will be particularly relevant and regulators view geofencing as a to low-level operations, generally legitimate safety feature when used in below 400ft (120m) above ground level compliance with the manufacturer’s (AGL). It may be contingent on a traffic instructions and in conjunction with other management system, the submission safety measures. It must be stressed, of intent for each operation, a reliable however, that it should never be used navigation system, and accurate positional in place of sound decision making and knowledge. The software feature that airmanship. Risk assessments should establishes areas within which a UA consider that geofencing can be removed Identified Existing Current Further mitigation Revised risk ALARP? # Associated risk hazard mitigation risk level measures level DANGER signage Encroachment to be placed Unknown— 1 Car park of vehicles Review in prominent Acceptable Yes likely gates onto fields locations of ingress to field Figure 3: Risk Register – Risk assessment for a specific risk showing the mitigation process 41 unmanned AIRCRAFT systems technology FREDDIE MBUYA / UHURULABS A drone after another perfect landing. or overridden, while the opposite problem increased numbers of UA operations, is that they may prevent flight even if the provide support to beyond visual line-of- mission has been approved, particularly sight (BVLOS) operations, and create an during a humanitarian mission, if the interface with the current ATM systems10. location is within the geofenced area or if The National Aeronautics and Space the system is erroneous. Additional system Administration (NASA) and FAA appear to functionality, such as “land immediately” be early leaders in UTM research, beginning commands and return-to-home in 2015, through four systems builds, with capabilities, are also being considered, as decisions on final timelines due in 2019. are alternative positioning means such One aim is to research both portable and as cellular technology or radio frequency persistent UTM systems, to either support identification (RFID). operations such as disaster management or provide continuous coverage over urban 6.3.2 UAS Traffic management (UTM) areas or congested zones. European work systems will focus predominantly on UA in the Open category; it refers to UTM as U-Space. The One step towards addressing the scope is to investigate an interacting suite challenge of an increase in UA traffic is the of sensors suitable for small platforms and establishment of UAS traffic management capable of avoiding other UA, manned (UTM) systems, to manage the expected 42 unmanned AIRCRAFT systems technology aircraft, and all obstacles and terrain. are developing quickly. This should assist The mobile phone industry is recognised small UA in integrating with other UA as a comparison, as it incited an and manned conventional air traffic in unparalleled spread in small, low-powered a dynamic environment. The threat of electronics across positioning sensors, saturation of present ADS-B frequencies, connectivity and image processors, however, must be considered. Currently, and communication devices. A robust, no system is fully certified, although interactive UTM/U-Space is envisaged that several commercial options are available13. is Internet based or potentially connected The ubiquitous hurdles in designing UAS through the Internet of Things, which are size, weight, and power consumption will resolve conflicts involving both (SWaP), along with the possibility of lagging collaborative and known airspace users as on-board sensor processing, the threat well and unknown or non-collaborative of (cyber) security events, and bandwidth platforms11, 12. deficiencies. Again, these impediments may be overcome by ground-based 6.3.3 Collision avoidance, autonomous, and options through UTM. ADS-B is reliant BVLOS operations on accurate positional information, such as GPS, and precise height or altimetry The majority of UA are small and reporting. Without these, both UTM and inconspicuous and therefore problematic the ATM system may have incorrect data for pilots of conventionally piloted leading to false or dangerous Traffic alert aircraft to sight and avoid. Combined and Collision Avoidance System (TCAS) with the lack of suitable UA Detect and or Airborne Collision Avoidance System Avoid systems, it is challenging for UA (ACAS) advisories and erroneous ATC operations to remain safely clear of each separation. The solution is probably an other and other airspace users, and vice array of different surveillance technologies versa. This problem is exacerbated during integrated into one system, such as a UTM. BVLOS or automated missions. Aircraft that are invisible to ATC surveillance 6.3.4 Communication performance, systems, such as radar or automatic frequency and spectrum issues dependent surveillance – broadcast (ADS-B) surveillance, are often termed In many countries, the infrastructure and uncooperative. satellite availability to support acceptable communication performance for the Incorporating the use of miniaturised UAS C2 links may be non-existent or may ADS-B/Mode S transponders is a not be prescribed. UAS have different possible solution, as it increases the UA links between the ground station and conspicuousness and its visibility to other the aircraft, and these have certain airspace users, and such technologies performance requirements and quality of 43 unmanned AIRCRAFT systems technology FREDDIE MBUYA / UHURULABS A global navigation satellite system (GNSS) used during ground control point marking. service levels for the data and information this system is termed the Required Link transfer. Once a UA is operated further than Performance (RLP) and concept papers are line of sight, such as BVLOS, links between available for reference. Historically, there the control station and the aircraft need to has been a lack of frequency allocation be relayed, for example, through satellite or to support C2 and payload data usage. mobile networks. C2 links support: Frequency bands must be allocated for the • Uplinking the control of the aircraft, use of UAS, and this spectrum allocation sense and avoid/detect and avoid (SAA/ may differ between countries. This risk DAA) sensing, geo-limitation data needs to be addressed. • Downlinking data to monitor the aircraft’s position and status 6.3.5 Conspicuity , physical markings and • Hand-over of control from one RP to registration another In addition to electronic visibility through • ATC voice and data communication systems such as ADS-B, consideration tasks needs to be given to making the UA more • Monitoring of the data link’s health visible to the public as well as traceable after an incident or in the event of These may be single or multiple redundant regulation violations. On-board lighting, data links and should make strobes, or aural alerts can make the UA BVLOS operations safer. The health of more discernible so that an airborne conflict 44 unmanned AIRCRAFT systems technology FREDDIE MBUYA / UHURULABS Future drone pilots. may be less likely. Of course, the balance airspace users. The following parameters is the interference of bright lights on the affect the outcome: public. Identification would allow law • UA’s mass, components, and speed, enforcement agents and UTM and ATM or relative speeds (the effective kinetic controllers to take timely action during energy) blunders and scrutinise reckless operations • Location of the impact (head, engine, as well as manage contraventions of windshield) privacy or environmental laws. Many • Behaviour (walking, cycling, aircraft’s operations will require the UA to be final approach) of the person/device impacted registered and to have this registration physically attached and displayed, along • Recipient type (helicopter, large jet aircraft, child) with an electronic identification. The operator or pilot will often also need to be • Danger from on-board battery, fuel, liquids, or hazardous cargo certified or licenced. Harm can be reduced if the UA is more 6.3.6 Frangibility malleable or frangible, so that it has a Research is expanding our understanding latent tendency to break up into fragments of the complex consequences of a rather than deform elastically during an collision between a UA and people or impact14. infrastructure on the ground or other 45 CHRIS MORGAN / WORLD BANK Explaning a UA component to children. 46 unmanned AIRCRAFT systems technology 7. recommendations for wbg operations 7.1 introduction they comply with all authorisation requirements during operation and that This section is intended as a guide to the RP holds the appropriate national understand the basic level of consideration qualifications. when choosing a UAS operator on behalf • As a default, the operator shall conduct of WBG. The recommendations below are a suitable risk assessment of the impact of the operation on the local populace based only upon industry best practices and infrastructure, while taking into taken from across global operations to date. account any local cultural sensitivities. This should not supersede any department- • Operators shall be able to assess and specific processes already in place, but apply appropriate mitigation processes should inform the selection process for safe to reduce risk to ALARP. Operators and efficient operations using UA in more shall be equipped to determine when complex operating environments. circumstances dictate that the risk presented at a task site is too great The following general considerations should and the task shall not be flown or the mission immediately terminated. be factored in for a UAS operator engaged in support of WBG operations. • Operators shall be familiar with the UAS performance and safety features such • Operators shall be familiar with the NAA that they can establish a risk-reduction and local authority regulations that exist plan that fits into the overall task in their operational environment. In picture. the event that no national regulations exist in the country of operation, • Unless regulated, operators are not the operator shall comply with required to have an Operations Manual, the guidelines listed below, where but it is recommended. applicable. • VLOS operations shall align with • Operators shall be able to liaise recognised VLOS operational effectively with local and national limitations, such as: aviation authorities, ensuring that • UA shall be less than 25kg 47 unmanned AIRCRAFT systems technology FREDDIE MBUYA / UHURULABS Two DJI Phantom UAs share airspace. • UA shall not operate at more than crew to manage any payload, such as 500m radius from the pilot operating video capture equipment, is preferred. • UA shall not operate higher than 400ft (120m) AGL • Operators shall not operate UA from a moving conventional aircraft. • UA shall not operate over, and must remain at least 50m from, • Operators shall not operate UA from a any people not involved with the moving vehicle unless the operation is operation over a sparsely populated area. • UA shall remain clear of other • Operators shall not allow the carriage airspace users and not interfere with of hazardous materials. conventionally piloted aircraft. • UA shall always remain clear of • UA shall be conspicuous, particularly emergency response efforts, such as at night, through the application of firefighting, etc. appropriate lighting and/or coloured • UA should be equipped with a “return external surfaces. to home” function in case the data link • UA shall not fly within 5km of an between UA and transmitter is lost. airport, including a seaport, helipad, • UAS should be equipped with geo- etc. limiting functions. • Operators shall fly only one UA at a time and the use of additional ground The UAS operator and the RP are always 48 unmanned AIRCRAFT systems technology responsible for the final decision on the development, manufacturing, delivery, safety of the flight and whether or not to maintenance; classification and fly. characteristics of unmanned aircraft systems; materials, components 7.2 Considerations for UAS and equipment used during their operators manufacturing, as well as in the field of safety in joint usage of airspace by 7.2.1 Regulations unmanned and manned aviation”.15 A UAS operator must comply with This work was approximately 20% all applicable national regulatory complete as of June 2017, so it has some requirements as specified by appropriate way to go until maturity. Its components, governmental bodies and aviation however, should be considered during UA authorities. In particular, the regulations operations. and permission process of the country of operation should be adhered to 7.2.3 Quality standards (ISO 9001:2015) unless otherwise stated. Where no It is recommended that a selected UAS applicable national or international operator has achieved ISO 9001:2015 regulatory requirements are present, it is accreditation. By doing so, an operator recommended that a UAS operator follow can: and implement best practices adopted by leading aviation authorities. • Demonstrate consistent levels of service delivery in order to meet 7.2.2 Operational standards customer expectations, including conformity with statutory and The International Standards Organisation regulatory requirements (ISO), through the work of Committee ISO/ • Demonstrate a documented, TC 20/SC 16 UAS, is currently developing recognised quality management system, including established global standards with the following scope: processes for continual improvement and an assurance of conformity to “Standardization in the field of customer and applicable statutory unmanned aircraft systems, with and regulatory requirements; this the regard to their design and includes regular quality reviews and A UAS operator must comply with all applicable national regulatory requirements as specified by appropriate governmental bodies and aviation authorities. 49 unmanned AIRCRAFT systems technology a nominated, suitably qualified quality • Public liability (covering the use of the manager UA and its impact on third parties) • Employer liability (covering the UAS If a UAS operator has not obtained ISO operators and associated task staff) 9001 accreditation, it is recommended • Professional indemnity (covering any that the UAS operator follows equivalent advice or recommendations given to quality management system processes and the client when using the UA data) controls. It is recommended that a UAS operator has 7.2.4 Safety management system (SMS) a suitable level of coverage to ensure that the task(s) are sufficiently insured, in line It is recommended that a UAS operator with the coverage recommended above. has an established, comprehensive safety management system (SMS) in place that UAS operators may choose to secure documents and evidences an organised coverage for hull damage or loss to limit approach to managing aviation safety and their risk, but this is at their discretion. incorporates appropriate organisational Insurance provision should also take into structures, policies, and procedures. account regional differences and extra considerations if operating in austere An organisational risk-assessment and environments or where extra risks may be management process, including a risk present. For instance, the UAS operator register, should be implemented and might be operating in support of a disaster maintained for all UA operations. The relief effort in an area with significant process should be managed by a nominated infrastructure damage where there is an and suitably qualified safety manager with additional risk to the flight team beyond that recognised SMS in aviation qualifications. encountered in routine flying tasks. 7.2.5 Insurance 7.2.6 Operations manual Insurance is a dimension to UA activity that It is recommended that a UAS operator is emerging as an important component has a comprehensive Operations Manual of safe, professional operations. The outlining how they will operate. The selection of comprehensive and appropriate Operations Manual is a statement of intent insurance provision is critical to ensure in flying operations that should include the that WBG UA operations are sufficiently following points: protected. Great care should be taken that • Organisational structure (including the provisions match the complexity of the nominated key individuals) task and meet all the risks inherent in it. • Statement of compliance with Recommended coverage is: regulation in relevant areas of 50 unmanned AIRCRAFT systems technology CHRIS MORGAN / WORLD BANK Assessing flight updates. operation provide evidence that his/her RP personnel • Operational policies have the necessary qualifications and competence to perform and maintain • Personnel policies the services for which UA operations • RP qualifications are intended. This should be in line with • Medical requirements the RP’s own national requirements and • Currency requirements those of the country in which the task will • Training policy and structure occur. At a minimum, RPs should have a • SMS policy nationally recognised qualification that may then be eligible for transfer to other • Risk-management policy countries. • Quality-management policy • UAS specifications and emergency UAS operators should have the following procedures personnel records: • Accident and incident reporting • Medical certification/checks process • Formal education and certificate records 7.2.7 Personnel • Formal initial and refresher training A UAS operator should be required to records 51 unmanned AIRCRAFT systems technology • Formal safety qualifications and consider the following as the minimum certifications criteria for selection of a UAS device: • Resume/curriculum vitae • The UAS OEM should conduct and • Photo identification document a comprehensive system flying test for new products to ensure • Experience/flight logs that reliable and acceptably safe platforms enter the market. 7.2.8 Training • The UAS device should have self- Training is a key aspect of the maintenance diagnostic capabilities. of currency and competency of personnel. • Depending on configuration, the UAS A UAS operator should be responsible should have multiple flight modes that mitigate in-flight failure, including the for the qualification and training of ability to switch to manual backup their personnel to recognised national, modes and redundancy for other international, or industry regulations, or critical components. standards that directly relate to or are • The UAS should have a “return to required where UA operations are intended. home” redundancy function that It is also recommended that UAS operators activates if the data link between the adhere to the additional qualification and UA and transmitter is lost. This should ensure that the UA diagnoses a lost- training requirements specified nationally, link situation and follows a set of where these exist. pre-determined behaviours in order to return to the GPS registered launch Subject to the complexity of the tasking point without intervention from the to be undertaken, UAS operators should pilot. ensure that training is appropriate to • The UA platform should be able to their expected capabilities. If tasks are to transmit height information to the pilot be conducted in difficult environments, via a telemetric data link. then suitably focussed training should be • The UA batteries and housing delivered. compartments should be resistant to impact and degradation to limit the risk 7.2.9 UAS platform selection of catastrophic damage in the event of a crash. UAS platforms come in different shapes, • The UA should have high conspicuity. sizes, and configurations. The selection • The UA should be generally frangible to of the appropriate platform to conduct reduce the consequences from a mid- the flying activity required is important to air collision or ground impact. ensure that the task is completed on time, within budget, and safely. 7.2.10 UAS maintenance process It is recommended that UAS operators Maintenance of UAS equipment, including 52 unmanned AIRCRAFT systems technology FREDDIE MBUYA / UHURULABS Community elder asking questions about drone. all ancillary equipment, is critical for and anomalies ensuring that a UA system can be operated • Preventative and reactive safely and reliably in all environments. maintenance actions To facilitate this, a comprehensive • Preventative maintenance action maintenance structure should be schedule applied consistently throughout the UAS • Hardware customisation actions operator’s organisation and outlined in the • All software versions, changes, and Operations Manual. patches • UAS/UA total running flying hours The maintenance system should include all phases of operation and initial acquisition, • Reference to all manufacturing safety and technical bulletins continuing maintenance, and software/ hardware updates. The process should list It is recommended that the OEM of any the following: UAS equipment provides maintenance • UAS product specifications training and technical bulletins that • Safety data sheet/specifications document any changes or issues of • Known/discovered design and which to be aware and encourages operational limitations feedback from UAS operators to facilitate • Operational and testing malfunctions continuous improvement. 53 unmanned AIRCRAFT systems technology All maintenance processes and practices, • Support equipment (fire extinguisher, whether developed by the OEM or the UAS first-aid kit, cordon equipment, signage) operator, should be documented and be kept up to date. 7.2.12 Spectrum It is mandatory that a UAS operator Spectrum is a critical component of UA complies with all technical and safety activity and governs platform control, image bulletins issued by an OEM. downlink, and GPS, and will be a feature in Maintenance is critical for ensuring that a UA system can be operated safely and reliably in all environments. the successful use of future technologies Any UAS that has undergone changes that such as Sense and Avoid and UTM. Like may affect UAS operations (i.e., hardware regulation, the use of spectrum for UA customisation or alteration, software operations is not globally harmonised and versioning, changes, or patches) should be the rules that apply vary from country to subject to a functional test flight, risk review, country. and training to ensure modifications allow operations to be carried out safely and The allocation of spectrum is yet to be effectively. fully considered. The current maturity of UA technologies means that, under normal 7.2.11 Battery management circumstances, the UA will mainly retain Batteries are an integral component of the link with its transmitter so the impact the UAS, and have considerable risks is minimal. The risk lies in areas where the attached that need careful management. spectrum is susceptible to interference that It is recommended that a UAS operator may cause disruption to system operation, has an established, documented battery which may impact task success and safety. management policy, including the following UAS operators shall be aware of spectrum- elements: related regulations in the country in which • Battery storage procedures they are operating and any conditions • Battery charging procedures that are or actions that they may be required to considerate of task site requirements undertake in order to comply. • Battery charging record • Battery transportation procedure Additionally, UAS operators should equip themselves with a spectrum analyser and • Actions in the event of battery emergency conduct pre-flight scans for interference on relevant frequencies prior to flight. 54 CHRIS MORGAN / WORLD BANK Children watch a UA launch. 55 unmanned AIRCRAFT systems technology FREDDIE MBUYA / UHURULABS Another successful launch. 7.3 Pre-flight actions SORA (UAS.SPEC.60 Operational Risk Assessment16) and EASA has adopted Pre-flight activity should focus on this process as an acceptable means task planning, evaluation of risks, and of complying with the risk-assessment establishing how the task will be flown requirements. The purpose of the SORA efficiently and safely to achieve the process is to set basic operational objective. It involves specific planning considerations to enable a sufficiently activity, allocation of resources, and good comprehensive risk assessment and levels of communication with the parties reduction process for each task. involved with or impacted by the task. A SORA enables the UAS operator to 7.3.1 Specific operation risk assessment confirm, through documented action, (SORA) that each risk has been identified and considered and that mitigation has been In line with EASA’s proposal for a Specific applied where necessary. Additionally, category of operations, it is recommended WBG governance and national authorities that prior to any UA operations, the may require documentation prior to the UAS operator should undertake a risk commencement of the task or post-flight, if assessment. As described in Chapters required. 4.2 and 4.3, JARUS has developed the 56 unmanned AIRCRAFT systems technology A SORA can be applied to a specific the pilot qualified? Competent? number of flights in a certain area if they Trained on type? Current? relate to the same task, providing that • Organisational factors – Does the all considerations have been applied. A UAS operator have the organisational structure and competence to carry SORA can also be conducted to address out the task safely and efficiently? higher complexity or greater risk, as in the • Effects on the environment – What following examples: effects will the task have on the local • UA operations in locations dearth of environment and population? regulatory guidance • Consequences of a loss of control – • Flights using a homemade UAS What effects will an uncontrolled UA • Carriage of dangerous goods or in a flyaway event have on the ATM dropping of items from a UA system? • BVLOS flights 7.3.2 SORA task plan • Larger UA flights over an area devoid of people and infrastructure and free Each SORA should be supported by a task of other airspace users plan that enables the UAS operator to outline how the flight will be conducted in Considerations for use in the SORA are: order to achieve the task objectives. • Operational area and conditions – What is the terrain like? How will The plan of activities should include at you get to the site? Where will you least the following: launch/recover? Where will you land in an emergency? What is the • Nature/objectives of the flights prevailing weather for the site? • Intended dates and times for all flights • Category of airspace and effects on • Name and contact details for the other air traffic and ATM – Are we UAS operator points of contact and likely to encounter other air traffic? management Are we close to an airfield or airport? • Name and contact details for the UAS • Design features and performance of operations flight team the UAS – What is the performance of • System details and serial number of the UA being used? Is it rotorcraft or the UA to be used FW? What emergency features does it have and how will they be employed? • Site visit/inspection reporting (where possible) • Type of operation – What task is being flown? What is the end objective? • Description of the task activity, Does it involve visual line of sight including: (VLOS), extended visual line of sight • Maps or diagrams of the flight area (EVLOS), or beyond visual line of sight (BVLOS)? • Planned flight path of UA • Level of competence of the RP – Is • Planned altitudes of the UA 57 unmanned AIRCRAFT systems technology CHRIS MORGAN / WORLD BANK Another successful launch. • Planned take-off, recovery, and 7.3.3 Flight-specific risk assessment (RA) return-to-home locations • Emergency scenarios and procedures It is recommended that UAS operators for: conduct a flight-specific risk assessment • Loss of control (RA) for each flight to reflect the differences • Collision encountered at each take-off and landing (TOL) site, and ensure that specific risks will • Mechanical or electrical failure be identified and mitigated appropriately. • Loss of line of sight The RA should be documented so that UAS • Sudden changes to environmental operators can refer to it directly on arrival at conditions (i.e., weather) the TOL site and post-flight, to determine • Onsite emergency situations (e.g., how the RA process was conducted in the access for emergency services) event of an accident or incident. • Night operations (if applicable) • Limited visibility operations Risk considerations should include: • Use of VLOS • Predicted weather during UA operations and how it will affect • Use of EVLOS conditions for the flight team • Use of BVLOS • Obstacles that present a risk to TOL operations 58 unmanned AIRCRAFT systems technology • Local community awareness: are they conditions that were not considered in the aware of the task? If not, how will you risk assessment; apply any amendments communicate and liaise prior to or required to the flight plan and UA on the day of flight to address local operations; reconfirm actions in the event enquiries and concerns? of an emergency; and reconfirm flight • How will the UA flight affect the local team roles and responsibilities. environment? • How will the local environment affect 7.3.6 Flight team size and composition the UA flight, i.e., is there terrain that will affect VLOS operations or gaps in It is recommended that all UAS operations GPS coverage to consider? include a minimum of two personnel: 7.3.4 Checklist • RP (qualified and current on the UA being flown) It is recommended that the following types • Camera/payload operator or observer of checklists be used during operations (responsible for control of any and reviewed, completed, and verified attached inspection equipment) pre-flight, as well as during the response The flight team should be trained to other complex operations and high- appropriately for defined duties and have workload events: undertaken sufficient flying that they • Annex C are current and experienced on the UAS • Location/onsite inspection being flown. Any personnel involved • UAS and equipment inspection and with operations or in proximity to the test flight team should avoid causing any • Ground control systems inspection unnecessary distraction to the pilot (e.g., and test communication, movement), especially • Non-routine operations and during critical phases of flight. Where emergencies appropriate, suitable communication equipment such as radios should be 7.3.5 Pre-flight briefing considered. The flight team should conduct a pre- flight briefing no more than 30 minutes 7.4 In-flight actions prior to the beginning of UA operations, 7.4.1 Commencement of flight operations to minimise the risk of any subsequent changes to conditions and circumstances It is the responsibility of the RP to assess that may affect the UAS operation. The all available information and checklists intention of the briefing should be to before deciding to commence with UA factor in any changes to circumstances or operations. The decision to fly should rest 59 CHRIS MORGAN / WORLD BANK Monitoring survey progress and flight parameters. 60 unmanned AIRCRAFT systems technology entirely with the RP in charge of the task makes it more versatile in confined spaces. and should not be influenced by external FW UA have different methods of launch factors or pressure from clients or relevant and recovery, including: authorities. Take-off 7.4.2 Take-off and landing (TOL) • Hand launch The TOL profiles of UA operated by WBG • Bungee or catapult launch will vary greatly, subject to the size, weight, • Rail launch and performance characteristics of the platform. TOL zones should be visibly Landing marked and cordoned appropriately to • Parachute recovery adequately manage the risk of distraction • Conventional landing during critical phases of flight. It is • Deep stall landing expected that operations may attract attention, and the cordon and personnel • Net recovery should be sufficient to ensure that flight Consequently, each profile has a different operations are undertaken without being footprint in a three-dimensional space affected by external factors, such as the and may require specific conditions on the local populace. For those UA that are ground to reduce risk and facilitate safe not vertical take-off, and especially for operations, both for the UA and external those UAs requiring longer runways given assets. payload, factors such as the TOL length and width requirements (geometry), 7.4.4 Communications aircraft load (bearing capacity), and landing strip roughness (riding quality) At a minimum, the pilot and camera/ are important to ensure that these UA will payload operator should remain in not be damaged during operations and constant communication throughout the unable to fulfil their respective missions. period of the tasking. Verbal face-to-face Where longer runways are required, social communications are best unless the flight and environmental safeguards need to be team is split, in which case a robust radio considered. system is recommended. Cell/mobile phones are not considered reliable for this 7.4.3 Typical UA TOL profiles intended communication, but may act in a backup role as required. By definition, a RW UA is designed to perform VTOL operations from an area If communication between the pilot that has a footprint just larger than the and camera/payload operator is lost or lateral dimensions of the platform. This significantly distorted for any amount 61 unmanned AIRCRAFT systems technology of time, the pre-determined emergency requirement to conduct BVLOS, they procedure should be followed. shall ensure that they are familiar with the pertinent regulations and comply with all 7.5 VLOS and EVLOS operations requirements of BVLOS operation in the country of operation. To enable BVLOS All routine UA operations should normally flights to take place safely, UAS operators occur within the stated VLOS parameters must ensure that they are sufficiently for the country within which the task is equipped with the enabling technologies being flown. The requirements for the task and processes to reduce the risk of may differ, however, and in some cases, operation to ALARP. require the UAS operator to use EVLOS or BVLOS principles. Operation in this case is 7.7 Failure profiles subject to regulatory acceptance and risk assessment, and permission from relevant Operators should consider contingencies government and local authorities. This to be applied in the event of in-flight failure. should also be subject to a comprehensive Some examples are: SORA process. • Failure during launch – Some UAs, especially FW platforms, have a higher 7.6 BVLOS operations performance speed and use complex aerodynamic principles during launch, Operation of a UA beyond a distance so consideration should be given to the actions to take in the event that the where the RP is able to respond to or avoid launch is unsuccessful. In the event other airspace users by visual means is of failure during launch, what will the considered to be a BVLOS flight. Due to glide profile of the platform allow and, the technological and regulatory hurdles consequently, where will it land? that BVLOS operations must overcome to • Failure during flight – Operators should become commonplace in a commercial consider the flight characteristics of the environment, these operations are currently UA during flight to determine potential contingencies in the event that the limited, although a number of commercial UA experiences a failure. These might research projects are underway around include identifying emergency landing the globe. BVLOS operations in a military areas and, in the case of a FW UA, context have been common for many years the glide profile that might enable a but take place in operational circumstances powerless platform to land safely in a designated location. where different regulatory frameworks often apply. • Failure during landing – If the UA recovers using a parachute system, BVLOS operations present an increased then consideration should be given to a contingency in the event of a system level of risk and need to be managed failure. carefully. If WBG UAS operators have a 62 unmanned AIRCRAFT systems technology FREDDIE MBUYA / UHURULABS Drone pilot engaging with the community. 7.8 Post-flight actions 7.8.2 Accident and incident reporting 7.8.1 Flight logbooks All accidents and incidents should be documented and reported to the client A record of every UA operation, including representative and appropriate authorities those for training purposes, should be subject to national requirements. maintained by the pilot in a logbook (hard copy or electronic) for presentation to All accidents and near-miss incidents regulatory authorities when requested. should be captured and stored by the UAS operator in a flight issue log. 63 commission for lands, zanzibar Houses under construction in Zanzibar. 64 unmanned AIRCRAFT systems technology 8. conclusion As WBG widens its use of UA in support supported by a robust and well-applied risk- of its global projects, it should look to management framework. adopt a series of principles that promote The recommendations in this guidance note a responsible approach for use of this are designed to introduce a framework that technology. UAS operators acting on can be applied in all WBG UA operations, behalf of WBG must adopt best practices wherever they may be conducted. The to ensure an appropriate level of safety and consistent and responsible implementation professionalism while flying. This will require of these recommendations will help to a focus on reaching and maintaining defined instil a safety culture within WBG and levels of safety, where they exist, while also propel it forward as a widespread adopter managing the impact on the environment of UA in support of its projects. It is hoped and addressing concerns on data storage that this document will pave the way for and public privacy. a closer exploration of UA uses for WBG UA technology is advancing quickly, faster operations, and of the associated factors and than most regulatory frameworks can considerations. Further work on data policy, evolve. WBG UA operations are increasingly differential analysis of costs, and task team numerous and diverse and conducted in a operational manuals would be helpful in range of regulatory environments at different guiding WBG teams towards project designs levels of maturity. The challenges generated that draw the maximum benefit from this can be mitigated through a thorough promising technology. These cumulative knowledge of, and compliance with, the efforts will enable WBG to fully exploit the regulations in the country in which the task benefits that this technology will bring and is being flown. In cases where regulations help support its strategic goals. may not be well defined, a responsible, safe approach to operations should be applied, 65 CHRIS MORGAN / WORLD BANK Software plans aerial photo points. 66 unmanned AIRCRAFT systems technology annex a. glossary and definitions 17, 18 , 19, 20 A flight following pre-programmed instructions, loaded in the UAS Automatic flight flight control system, which the UA executes Beyond visual line of site Operation of a UA beyond a distance where the RP is able to respond (BVLOS) to or avoid other airspace users by visual means Commercial UAS Operation flown for work, business purposes, or compensation or operation hire Drone The term used by the general public or media to refer to an UA First-person view mode A mode of operation of a UAS where the RP monitors the UA position (FPV) through a camera installed on the aircraft The ability of an object to retain its structural integrity and stiffness up to a specified maximum load, but when subject to a load greater Frangibility than specified or struck by an aircraft, will break, distort, or yield in a manner designed to present minimum hazard to an aircraft A geographical fence or two-dimensional virtual boundary defined Geofence by geographical coordinates Function to make a UA comply automatically with one or more geo- limitations based on geofences; the function can be implemented Geofencing only in the UA or distributed between the UA and an external system (e.g., UTM system) A geographical limitation; any limitation applied to a UAS to constrain the UA access to or exit from a defined zone or airspace volume; Geo-limitation a geo-limitation can be constructed with elements of geofence or performance limitation A condition or item with the potential to harm, including causing Hazard death, injury, or damage Operation flown for hobby or recreational purposes only (see: Hobbyist operation commercial UAS operation) A person who manipulates the flight controls of a UAS, as Remote pilot (RP) appropriate, during a flight and is responsible for safely conducting the flight; the UAS operator during autonomous flight Component of the UAS containing the equipment used to control Remote pilot station (RPS) the UA 67 unmanned AIRCRAFT systems technology FREDDIE MBUYA / UHURULABS Three radios for three UAs in flight. The projected likelihood and severity of consequences and Risk outcomes from an existing hazard A person who, by visual observation of the UA, assists the RP in safely UA observer conducting the flight UAS operator Any person who operates or intends to operate a UAS Any aircraft operated or designed to be operated without a pilot on- Unmanned aircraft (UA) board Unmanned aircraft The UA and any equipment, apparatus, appurtenance, software, or system (UAS) accessory that is necessary for the safe operation of the UA A type of operation in which the RP maintains continuous unobstructed and unaided visual contact with the UA, allowing the RP to monitor the flight path of the UA and any equipment, Visual line of sight apparatus, appurtenance, software, or accessory that is necessary for (VLOS) the safe operation of the UA in relation to other aircraft, persons, and obstacles, for the purpose of maintaining separation from them and avoiding collisions 68 unmanned AIRCRAFT systems technology annex B. citations and references to key resources Citations Commercial Drone Market Analysis By Product (Fixed Wing, Rotary Blade, Nano, Hybrid), By Application (Agriculture, Energy, Government, Media & Entertainment) And Segment Forecasts To 1 2022. Grand View Research, Jan 2016, “Commercial Drone Market Worth $2.07 Billion By 2022” https://www.grandviewresearch.com/press-release/commercial-drone-market. EASA, Aug 2016, “‘Prototype’ Commission Regulation on Unmanned Aircraft Operations” https:// 2 www.easa.europa.eu/system/files/dfu/ UAS%20Prototype%20Regulation%20final.pdf. http://www.popsci.com/technology/article/2012-06/researchers-hack-government-drone-1000- 3 parts. 4 Qi3, 2014, “Qi3 Insight: Unmanned Aircraft systems Growing Markets in a Changing World”. 5 https://www.faa.gov/news/updates/?newsId=85227 accessed 11 May 2017. EASA/NAA TASK FORCE Report, 2 Sept 2016: “Study and Recommendations regarding Unmanned 6 Aircraft System Geo-Limitations”. UK Information Commissioner’s Office, May 2015, “In the picture: A data protection code of practice 7 for surveillance cameras and personal information”, Section 7.3, Unmanned Aerial Systems https:// ico.org.uk/ media/for-organisations/documents/1542/cctv-code-of-practice.pdf. European Parliament, 2015, “European Parliament Report: Privacy and Data Protection Implications of 8 the Civil Use of Drones”. BBC Future Website, 6 Feb 2014, “Are drones the next target for hackers?” http://www.bbc.com/ 9 future/story/20140206-can-drones-be-hacked. 10 NASA, “Unmanned Aircraft System (UAS) Traffic Management (UTM)” https://utm.arc.nasa.gov/. 2016: Low-Altitude Unmanned Aircraft Systems-Based Internet of Things Services: Comprehensive 11 Survey and Future Perspectives,Naser Hossein Motlagh, Tarik Taleb, Osama Arouk: http:// ieeexplore.ieee. org/stamp/stamp.jsp?tp=&arnumber=7572034&isnumber=7811160. Single European Sky, ATM Research: SESAR UTM Concept Definition: https://ec.europa.eu/research/ 12 participants/portal/desktop/en/opportunities/h2020/topics/rpas-01.html 13 Such as Echo ATU-20 and ping200S, see uAvionix, http://www.uavionix. com/products/. EASA, October 2016, “Drone collision task force, Final Report”,: https:// www.easa.europa.eu/ 14 document-library/general-publications/drone-collision-task-force. DIN 5452-1, 2017-06, “Draft standard, Unmanned aircraft systems (UAS) - Part 1: Terms and 15 definitions; Text in German and English”. EASA, NPA-2017-05 “Introduction of a regulatory framework for the operation of drones — 16 Unmanned aircraft system operations in the open and specific category”, 2.3.1.9. Pp. 12, 109. https://www.easa.europa.eu/document-library/notices-of-proposed-amendment/npa-2017-05 . EASA/NAA: Report: Study and Recommendations regarding Unmanned Aircraft System Geo- 17 Limitations 2016. 18 FAA 2016: “Electronic Code of Federal Regulations”. EASA Feb 2014 ”Certification Specifications (CS) and Guidance Material (GM) for Aerodromes Design 19 CS-ADR-DSN”. 20 ASA ‘Prototype’ Commission Regulation on Unmanned Aircraft Operations, 2016, P. 5. 69 unmanned AIRCRAFT systems technology FREDDIE MBUYA / UHURULABS In-field battery swap. Resources The World Bank, “UAV State of Play in Development” https:// worldbank.github.io/uav-development/ 1 index.html or https://www. scribd.com/document/320974919/UAV-State-of-Play-for- Development. “20 things they don’t tell you about UAVs”, Anthony Wallace on the article by Mark Deuter: http:// 2 www.spatialsource.com.au/emailnewsletter/20-things-they-dont-tell-you-about-uavs. European-RPAS-Roadmap, Jun 2013, “Roadmap for the integration of civil Remotely-Piloted Aircraft 3 Systems into the European Aviation System”. 4 Lloyds Register, Mar 2016, “Guidance Notes for Inspection using Unmanned Aircraft Systems (UAS)”. European Aviation Safety Agency (EASA), Dec 2015, “Technical Opinion: Introduction of a regulatory 5 framework for the operation of unmanned aircraft”. EASA, Oct. 2016, “UAS Safety Risk Portfolio and Analysis” https://www. easa.europa.eu/document- 6 library/general-publications/uas-safety-risk-portfolio-and-analysis. 7 UK CAA, 2009&2016, “CAP393: Air Navigation Order (ANO)”. European Parliament, 2015, “European Parliament Report: Privacy and Data Protection Implications of 8 the Civil Use of Drones”. “Drones: Commissioner Bulc presents plans for the creation of a European drone services market” 9 https://ec.europa.eu/transport/modes/ air/news/2016-11-23-drones-commissioner-bulc- presents-plans-creation- european-drone-services_en. UAViators, 2014, “Humanitarian Code of Conduct” https://docs.google.com/document/d/1Uez75_ 10 qmIVMxY35OzqMd_ HPzSf-Ey43lJ_mye-kEEpQ/edit. 70 unmanned AIRCRAFT systems technology FREDDIE MBUYA / UHURULABS Ground control station drawing power from a car. Resources FAA News, 21 Jun 2016, “Summary of Small Unmanned Aircraft Rule (PART 107)” https://www.faa.gov/ 11 uas/media/Part_107_Summary.pdf. UK Information Commissioner’s Office, May 2015, “In the picture: A data protection code of practice 12 for surveillance cameras and personal information”, Section 7.3, Unmanned Aerial Systems: https:// ico.org.uk/media/for-organisations/documents/1542/cctv-code-of-practice.pdf Ann Cavoukian Ph.D., Information and Privacy Commissioner, Ontario, Aug 2012, “Privacy and 13 Drones: Unmanned Aircraft systems (UAVs)”. 14 FSD, UAViators, et al., “Global Drone Regulations Database” https://www. droneregulations.info/. FSD, Nov 2016, “Drone in Humanitarian Action: A Guide to the Use of Airborne Systems in 15 Humanitarian Crises” http://drones.fsd.ch/wp-content/uploads/2016/11/Drones-in-Humanitarian- Action.pdf. International Civil Aviation Organization (ICAO) Annex 19 - Safety Management, 1st edn. Montreal, 16 Canada. July 2013,: http://www. skybrary.aero/bookshelf/books/2422.pdf. ICAO 2013, Safety Management Manual (SMM), Document 9859, 3rd edn.: https://www.icao.int/ 17 safety/SafetyManagement/Documents/ Doc.9859.3rd%20Edition.alltext.en.pdf. 18 ICAO 2015, Manual on Remotely Piloted Aircraft Systems (RPAS) Document 10019, 1st edn. Joint Authorities for Rulemaking of Unmanned Systems JARUS, “RPAS Required C2 Performance 19 (RLP) concept”: http://jarus-rpas.org/publications. 71 FREDDIE MBUYA / UHURULABS Deogratias Minja signing the register at a ward office. 72 unmanned AIRCRAFT systems technology wbg operational checklist annex c. wbg uas operational checklist form The purpose of this document is to facilitate a comprehensive pre-flight planning process to ensure that operations are conducted safely, with appropriate authority, and in accordance with existing regulation. This should be applied broadly across all nations in which tasks are being flown in support of WBG projects. The form is divided into a number of sections and designed to serve as a record of operational planning. It should be retained and presented to relevant authorities if requested. The form should be completed fully with comprehensive notes and answers to the principle questions. Download and print a copy of this form here: www.bit.ly/UASWBGChecklist. PROJECT INFORMATION Project reference number Date Name of originator Name of operator Name of remote pilot CLIENT INFORMATION Name of client Address Contact details World Bank Group (2017) 01 unmanned AIRCRAFT systems technology wbg operational checklist TASK INFORMATION Date / time Country Task location Coordinates Vehicular access YES NO Access notes: Brief task description EQUIPMENT INFORMATION UA type Fixed wing / rotary wing Flight time Range Redundancy modes World Bank Group (2017) 02 unmanned AIRCRAFT systems technology wbg operational checklist AUTHORITY, REGULATION, INSURANCE, ENVIRONMENTAL, AND SECURITY (ARIES) - PLANNING Consideration Questions Findings / notes Is a UAS operating permission required? UAS operating Is one in place? regulations https://www. droneregulations.info/ Do you need local authority permission to operate? Local authority Is authority in place? How will the community react to UA operations? Are they supportive? Social / community Will they require some perceptions education on the impact/ benefits of UA operations? How will education be delivered? World Bank Group (2017) 03 unmanned AIRCRAFT systems technology wbg operational checklist Are there environmental regulations to comply with? Is the task in close proximity to special scientific sites? Will operations be affected Environmental / by wildlife? If so, how can wildlife you mitigate to reduce impact? Have you educated relevant authorities on the impact to wildlife and how the task will be adapted to reduce this? Does a privacy/data protection regulation apply? What measures must be applied to comply with regulations? Privacy / data What data capture requirements must be met before flight? What data due diligence must be undertaken? Are you adequately covered for flying operations in this area? (This should include public liability and Insurance professional indemnity.) Are there additional insurance considerations needed for the task? World Bank Group (2017) 04 unmanned AIRCRAFT systems technology wbg operational checklist Are there any existing security threats to the Security operating team or to UAS equipment? What are the potential cyber security risks to your system in this area? Cyber security What control measures does your UAS have in place to mitigate cyber security risks? Does the task present any reputational risk to WBG? Reputational If so, how will that risk be mitigated? World Bank Group (2017) 05 unmanned AIRCRAFT systems technology wbg operational checklist PRE-DEPLOYMENT OPERATIONAL TASK PLANNING Consideration Questions Findings / notes What is the airspace that you intend to operate in? Airspace classification Does it require liaison with ATC? Consider proximity of general public, buildings and roads, extra equipment/ Congested area? mitigation needed, team size. YES NO (Complete onsite survey with site diagram) Are you compliant with national EVLOS regulations (if they exist)? EVLOS? EVLOS: how many air YES NO observers are required and what is the estimated maximum range of the flight to complete the task? (Consider extra equipment, Night operation? surveys and air observers required to complete a YES NO night operation) Control zone (CTR), aerodrome traffic zone Other airspace (ATZ) military/civilian restrictions danger areas, restricted areas… (If applicable) Who is the Local ATC local ATC unit for the area of operations? World Bank Group (2017) 06 unmanned AIRCRAFT systems technology wbg operational checklist (If applicable) What ATC frequency frequency does local ATC unit operate on? Gliding clubs, power Proximity to gliding, micro-lights, kite other air users flying, model aircraft clubs, private helicopter pads… Small arms ranges, gas Potential air venting sites, high-intensity hazards radio transmission area, bird sanctuaries… Local authority, land owner, Land permission military Nuclear power station, prisons, school areas, Restrictions hospitals, elderly homes, government buildings… As above, with the addition Sensitivities of nature reserves, livestock (farms), protected species… What is the terrain? Terrain (farmland, forest, desert, marshlands, mountainous…) World Bank Group (2017) 07 unmanned AIRCRAFT systems technology wbg operational checklist Lakes, rivers, motorways, Ground hazards railways… Public right-of-way, gates, Public access footpaths, bridle paths… People Congested areas Can the job be done at another time to avoid Risk reduction crowds, i.e., school leaving times, rush hours, etc. (Consider prevailing Weather weather patterns for the task area) NOTIFICATIONS (IF APPLICABLE) Establishment Date notified Contact name Contact details Local ATC unit Military control Police Hospital Fire World Bank Group (2017) 08 GUIDANCE NOTE: Managing the risks of unmanned aircraft operations in development projects Unmanned aircraft systems Technology back: freddie mbuya / uhurulabs Recovering a UA from a field where it landed.