5: Operations

Introduction

Before each flight, the remote PIC must perform tasks to ensure that the sUAS is in a condition for safe operation. This preflight inspection should be conducted in accordance with the sUAS manufacturer’s inspection procedures when available (usually found in the manufacturer’s owner or maintenance manual) and/or an inspection procedure developed by the sUAS owner or operator.

Such inspections should focus on evaluating equipment for damage or other malfunction(s). The preflight check should be performed prior to each flight and include an appropriate UAS preflight inspection that is specific and scalable to the sUAS, the program, and the operation. This should encompass the entire system in order to determine a continual condition for safe operation prior to flight. If manufacturers do not provide a preflight checklist or guide, remote PICs should create their own guidelines to properly check all components critical to the safety and operation of flight.

An example of a common issue with sUAS is propeller damage or installation issues. Propeller blades can have nicks, cracks, bends, etc., that significantly degrade the structural integrity of the blade and could potentially impact the controllability and overall safety of the sUAS. Also, propeller installation must be done per the manufacturer guidelines. Failure to do so can lead to separation of the blade inflight, loss of control, damage to the sUAS, and/or injury to the user or other persons in the area.

Another important item to consider during the preflight inspection is the security of panels, doors, and other components as well as the security of attachments of object such as the camera, antennae, and the battery. Batteries should be inspected for damage or malfunctions. If a battery is “bloated” or looks abnormal in anyway, it should not be used or charged. A good practice is to turn on the engine(s)/motor(s) to ensure they are working properly followed by a brief, low altitude test flight to verify controllability, radio link, and system integrity.

At minimum, the preflight inspection should include a visual or functional check of the following items:

Visual condition inspection of the sUAS components.
Airframe structure (including undercarriage), all flight control surfaces, and linkages.
Registration markings, for proper display and legibility.
Moveable control surfaces, including airframe attachment points.
Servo motor(s), including attachment point(s).
Propulsion system, including powerplants, propellers, rotors, ducted fans, etc.
Verify all systems (e.g., aircraft and control unit) have an adequate energy (fuel/battery) supply for the intended operation and are functioning properly.
Avionics, including control link transceiver, communication/navigation equipment, and antennas.
Calibrate sUAS compass prior to all flights.
Control link transceiver, communication/navigation data link transceiver, and antennas.
Display panel, if used, is functioning properly.
Ground support equipment, including takeoff and landing systems, for proper operation.
Control link correct functionality is established between the aircraft and the CS.
Correct movement of control surfaces using the CS.
Onboard navigation and communication data links.
Flight termination system, if installed.
Fuel, for correct type and quantity; and/or
Battery levels for the aircraft and CS.
All equipment (cameras, etc.) is securely attached.
Verify communication with sUAS and that the sUAS has acquired GPS location (if applicable to the operation and/or aircraft).
Start the sUAS propellers to inspect for any imbalance or irregular operation.
Verify all controller operations for accuracy and display of heading and altitude (if available).
If required by flight path walk through, verify any noted obstructions that may interfere with the sUAS.
At a controlled low altitude, fly within range of any interference and recheck all controls and stability.
Confirm any and all software, controller, or aircraft settings to ensure they have been properly set for the impending flight or mission.

Communication Procedures

A remote pilot operating under 14 CFR Part 107 is not typically required—and is generally not authorized—to transmit on air traffic control (ATC) or aviation radio frequencies during normal operations. Most sUAS flights, particularly in Class G airspace or in controlled airspace with authorization (e.g., LAANC), are coordinated electronically rather than by radio. While monitoring aviation frequencies is permitted and encouraged for situational awareness, transmitting without proper authorization is restricted under Federal Communications Commission rules. Standard airband communication is intended for certificated pilots and ATC, not typical Part 107 operators.

The FAA discourages unnecessary transmissions, as improper or excessive radio use can clutter frequencies, interfere with critical communications, and increase the risk of confusion in congested airspace. Remote pilots should rely on approved digital authorization systems (e.g., LAANC) for routine coordination rather than attempting to contact ATC by radio.

Radio communication should be limited to situations where it directly enhances safety and with proper approval. This may include operations near nontowered airports, where monitoring or occasional self-announcing on CTAF can improve situational awareness, or rare cases near towered airports when specifically requested by ATC. In emergencies, such as a lost-link event or a drone posing a hazard, using any available means, including aviation radio, may be appropriate to mitigate risk. Larger UAS operating under IFR may communicate directly with ATC, but this does not apply to typical Part 107 operations.

Crewmember Communication and Coordination

Effective communication between the remote PIC and all crewmembers is essential for safe operations. The FAA requires coordination to ensure both hazard awareness and aircraft tracking are continuously maintained. At a minimum, the crew must scan for other aircraft and hazards while maintaining visual line of sight (VLOS) and awareness of the sUAS position.

The remote PIC should establish clear communication procedures prior to flight, select a reliable and non-distracting method of communication, and maintain continuous coordination throughout the operation. Crewmembers should be kept informed of changing conditions so that timely adjustments can be made. When used, a visual observer (VO) plays a critical role by maintaining visual contact with the aircraft and surrounding airspace and relaying hazards or traffic to the remote PIC so appropriate action can be taken. Some standard aviation phraseology is outlined in Figure 5-1.

Figure 5-1. Standard aviation phraseology

Standard Aviation Communication Practices

Aviation communication relies on clarity, brevity, and standardization, as outlined in Chapter 11 of the Aeronautical Information Manual. Even though most remote pilots will not routinely transmit, understanding proper procedures is essential.

When communication is used, pilots should listen before transmitting, think through their message, and speak clearly in a normal tone. Transmissions should be brief and structured to clearly convey who you are, where you are, and what you intend to do. Maintaining awareness of both active transmissions and unexpected silence is also important, as a lack of communication may indicate a problem.

Phonetic Alphabet, Numbers, and Time

Aviation uses standardized pronunciation to reduce confusion, particularly in busy or noisy environments. The phonetic alphabet (e.g., Alpha, Bravo, Charlie) is used to clearly identify letters and call signs, especially when conditions make normal speech difficult to understand. See Figure 5-2.

Figure 5-2. Phonetic alphabet

Numbers are also standardized. The number five is spoken as “fife” and nine as “niner” to avoid confusion with similar-sounding words. Headings, courses, and wind directions are spoken digit by digit, for example, 360 degrees is spoken as “three six zero.” Altitudes and large numbers include descriptors, such as “four thousand five hundred,” and speeds are stated with units, such as “eighty-seven knots.” Time is typically expressed using the 24-hour clock, often in Coordinated Universal Time (UTC) referred to as “Zulu” time (e.g., 1500Z spoken as “one five zero zero Zulu”).

Airport Communication and CTAF Use

At airports without an operating control tower, pilots use the Common Traffic Advisory Frequency (CTAF) to announce position and intentions. Remote pilots may monitor these frequencies and, when it enhances safety, make limited transmissions using standard phraseology. See Figure 5-3.

Figure 5-3. Summary of recommended communications procedures

When transmitting on CTAF:

Include the airport name at the beginning and end.
State position, altitude (AGL), and activity.
Keep the call brief and clear.

Example: “Kalamazoo traffic, unmanned aircraft operating 2 miles east at 200 feet AGL, Kalamazoo traffic.”

ATC Interaction and Traffic Awareness

ATC may provide traffic advisories using the clock position system, where 12 o’clock represents the direction of travel and each position corresponds to 30 degrees. For example, traffic at the “3 o’clock” position would be to the right of the aircraft’s direction of movement. See Figure 5-4.

Figure 5-4. Traffic advisories are issued based on direction of flight, not the aircraft heading

Remote pilots should understand that these advisories are based on radar information and may not reflect exact positions. Visual scanning and effective crew coordination remain the primary means of detecting and avoiding other aircraft.

Emergency Procedures

Follow any manufacturer guidance for appropriate response procedures in abnormal or emergency situations prior to flight. In case of an inflight emergency, the remote PIC is permitted to deviate from any rule of Part 107 to the extent necessary to meet that emergency. FAA may request a written report explaining the deviation. Review emergency actions during preflight planning and inform crewmembers of their responsibilities.

The remote PIC must be prepared to respond to abnormal and emergency situations during sUAS operations. Refer to the manufacturer’s guidance for appropriate procedures in the following situations:

Abnormal situations, such as lost link, alternate landing/recovery sites, loss of GPS, loss of video link, avoidance of proximate manned or unmanned aircraft, and flight termination (controlled flight to the ground).
Emergency situations, such as flyaways, loss of control link, avoidance of manned or unmanned aircraft in imminent danger of colliding with the sUAS, and battery fires.

Lost Link

Without an onboard pilot, sUAS crewmembers rely on the command and control link to operate the aircraft. For example, an uplink transmits command instructions to the aircraft and a downlink transmits the status of the aircraft and provides situational awareness to the remote PIC or person manipulating the controls. Lost link is an interruption or loss of the control link between the control station and the unmanned aircraft, preventing control of the aircraft. As a result, the unmanned aircraft may perform pre-set lost link procedures. Such procedures ensure that the unmanned aircraft:

Remains airborne in a predictable or planned maneuver, allowing time to re-establish the communication link.
Autolands, if available, after a predetermined length of time or terminates the flight when the power source is depleted.

A lost link is an abnormal situation, but not an emergency. A lost link is not considered a flyaway.

Follow the manufacturer’s recommendations for programming lost link procedures prior to the flight. Examples of lost link procedures may include, when applicable:

A lost link sUA flies at an altitude (set by the remote PIC prior to flight) that avoids obstacles in the area or may fly a route predefined by the remote PIC.
Communications procedures to notify crewmembers or other pertinent personnel of the loss of link.

Plan contingency measures in the event recovery of the sUAS is not feasible.

Remote PICs should conduct a thorough preflight briefing with crewmembers to discuss all lost link procedures including crewmember responsibilities and all contingency plans for abnormal and emergency situations. Contingency planning should include an alternate landing/recovery site to be used in the event of an abnormal condition that requires a precautionary landing away from the original launch location. Incorporate the means of communication with ATC throughout the descent and landing (if required for the flight operation) as well as a plan for ground operations and securing/parking the aircraft on the ground. This includes the availability of control stations capable of launch/recovery, communication equipment, and an adequate power source to operate all required equipment. Take into consideration all airspace constructs and minimize risk to other aircraft by avoiding persons, congested areas, and other aircraft to the maximum extent possible.

Flight Termination

Flight termination is the intentional and deliberate process of performing controlled flight to the ground. Flight termination may be part of lost link procedures, or it may be a contingency that you elect to use if further flight of the aircraft cannot be safely achieved, or if other potential hazards exist that require immediate discontinuation of flight. Execute flight termination procedures if you have exhausted all other contingencies. Flight termination points (FTPs), if used, or alternative contingency planning measures must:

Be located within power-off glide distance (fixed wing) or low-power rapid descent (rotor wing) of the aircraft during all phases of flight;
Be based on the assumption of an unrecoverable system failure;
Take into consideration altitude, winds, and other factors; and
Take into consideration obstacles, persons, congested areas, and other aircraft operations.

Flyaways

A flyaway often begins as a lost link—an interruption or loss of the control link prevents control of the aircraft. As a result, the unmanned aircraft is not operating in a predicable or planned manner. However, in a flyaway, the pre-set lost link procedures are not established or are not being executed by the unmanned aircraft, creating an emergency situation. In rare instances, software or hardware malfunctions may induce a flyaway. If a flyaway occurs while operating in airspace that requires authorization, notify ATC as outlined in the authorization.

Loss of GPS

GPS tools can be a valuable resource for flight planning and situational awareness during sUAS operation. However, as with manned aviation, remote PICs in sUAS operations must avoid overreliance on automation and must be prepared to operate the unmanned aircraft manually, if necessary.

Prior to flight, check NOTAMs for any known GPS service disruptions in the planned location of the sUAS operation. Most sUAS have the ability to operate without significant degradation of control if GPS signals are not available or are lost in flight (contingency planning should include such scenarios).
Make a plan of action to prevent or minimize damage in the event of equipment malfunction or failure.

Battery Fires

Battery fires pose a significant hazard to sUAS. Because sUAS often utilize high energy density, rechargeable batteries, the risk for battery malfunction or failure are real concerns for sUAS operations. The charge/discharge cycle involves significant changes in temperature which can stress internal components of the battery. Before each flight, batteries should be inspected for any obvious damage, bloating or deformation, and excessive heat.

Both lithium metal and lithium-ion batteries are:

Highly flammable;
Capable of self-ignition when a battery short circuits or is overcharged, heated to extreme temperatures, mishandled, or otherwise defective; and
Subject to thermal runaway.

Thermal runaway usually occurs during a rapid discharge event such as a short or structural failure within in battery cell. During thermal runaway, lithium batteries generate sufficient heat to cause adjacent cells to also go into thermal runaway. Once in thermal runaway, the battery may hiss (release gas), smoke, catch fire, or explode. Fires with these types of batteries are very difficult to extinguish. Because lithium can react with water, it is inadvisable to use water to aid in extinguishing the fire. Type D fire extinguishers, designed for chemical and combustible metal fires are recommended to assist in fire suppression. Covering the battery in sand can also help smother the fire. Batteries should be charged and stored in battery bags specifically designed to contain battery failures. As with any component, follow manufacturer guidelines and cautions prior to and during use.

Ensure careful storage of spare (uninstalled) lithium batteries. Take the following precautions to prevent a battery fire:

Prevent short circuits by placing each individual battery in the original retail packaging, a separate plastic bag, a protective pouch, or by insulating exposed terminals with tape.
Do not allow spare batteries to come in contact with metal objects, such as coins, keys, or jewelry.
Take steps to prevent objects from crushing, puncturing, or applying pressure on the battery.

When preparing to conduct sUAS operations, do not charge or use any battery with signs of damage or defect. For example, check carefully for small nicks in the battery casing and be alert for signs of bubbling or warping during charging. Once the battery is installed and the sUAS takes flight, the remote PIC or ground crew might not observe a battery fire until it is too late to land the aircraft safely. If a battery fire occurs, follow any manufacturer guidance for response procedures. Following flight, allow the battery to cool prior to charging or storing (allow it to return to room temperature).

When disposing of a used or damaged battery, follow the manufacturer and local trash collection guidelines, as these types of devices are typically considered hazardous materials and should not be treated as regular trash for disposal.

Aeronautical Decision Making

A remote PIC should use a variety of different resources to safely operate an sUAS and needs to be able to manage these resources effectively. An sUAS operation may involve one individual or a team of crewmembers, as follows:

The remote PIC who holds a current Remote Pilot Certificate with an sUAS Rating and has the final authority and responsibility for the operation and safety of the sUAS;
A person manipulating the controls operates the sUAS under direct supervision of the remote PIC;
A VO acts as a flight crewmember to help see and avoid air traffic or other objects in the sky, overhead, or on the ground; and/or
Other persons associated with the operation of the sUAS acting as part of the designated crew.

A culture of safety must be established with all commercial sUAS operations. Many techniques from manned aircraft operations apply to the operation of unmanned aircraft. Examples include situational awareness, risk-based aeronautical decision making (ADM), crew resource management (CRM), and safety management systems (SMS).

The remote PIC attains situational awareness by obtaining as much information as possible prior to a flight and becoming familiar with the performance capabilities of the sUAS, weather conditions, surrounding airspace, privacy issues, and ATC requirements. Sources of information include a weather briefing, ATC, FAA, local pilots, local laws and ordinances, as well as landowners.

Technology, such as GPS, mapping systems, and computer applications, can assist in collecting and managing information to improve your situational awareness and risk-based ADM. ADM is a systematic approach to the mental process used by pilots to consistently determine the best course of action in response to a given set of circumstances.

CRM is the effective use of all available resources—human, hardware, and information—prior to and during flight to ensure a successful outcome of the operation. The remote PIC must integrate CRM techniques into all phases of the sUAS operation. Many of these techniques traditionally used in manned aircraft operations are also applicable for sUAS, such as the ability to:

Delegate operational tasks and manage crewmembers;
Recognize and address hazardous attitudes;
Establish effective team communication procedures; and
Be open to questions and concerns of any and all crewmembers.

Risk management is part of the decision-making process which relies on situational awareness, problem recognition, and good judgment to reduce risks associated with each flight. Sound risk management skills will help prevent and break the final “link” in the accident chain.

An SMS is a formal, top-down business-like approach to managing safety risk, which includes a systemic approach to managing safety, including the necessary organizational structures, accountabilities, policies, and procedures.

The remote PIC identifies, delegates, and manages tasks for each sUAS operation. Tasks can vary greatly depending on the complexity of the sUAS operation. Supporting crewmembers can help accomplish those tasks and ensure the safety of flight. For example, VOs and other ground crew can provide valuable information about traffic, airspace, weather, equipment, and aircraft loading and performance. The remote PIC:

Assesses the operating environment (airspace, surrounding terrain, weather, hazards, etc.).
Determines the appropriate number of crewmembers that are needed to safely conduct a given operation. The remote PIC must ensure sufficient crew support so that no one on the team becomes over-tasked, which increases the possibility of an incident or accident.
Informs participants of delegated tasks and sets expectations.
Manages and supervises the crew to ensure that everyone completes their assigned tasks.

Hazardous attitudes can affect unmanned operations if the remote PIC is not aware of the hazards, leading to situations such as:

Falling behind in the progress of the aircraft/situation;
Operating without adequate fuel/battery reserve;
Loss of positional or situational awareness;
Operating outside the unmanned aircraft flight envelope; and
Failure to complete all flight planning tasks, preflight inspections, and checklists.

Operational pressure is a contributor to becoming subject to these pitfalls. Studies have identified five hazardous attitudes that can interfere with the ability to make sound decisions and properly exercise authority: anti-authority, impulsivity, invulnerability, “machoism,” and resignation. See Figure 5-5. Remote PICs should be alert to recognize hazardous attitudes (in themselves or in other crewmembers), bring attention to and label actions deemed to be hazardous, and correct the behavior.

Identifying associated hazards is the first step to mitigating the hazardous attitude. Analyzing the likelihood and severity of the hazards occurring establishes the probability of risk. In most cases, risk management steps can be taken to mitigate, even eliminate, those risks. Actions such as using VOs, completing a thorough preflight inspection, planning for weather, familiarity with the airspace, proper aircraft loading, and performance planning can mitigate identified risks. Take advantage of information from a weather briefing, ATC, the FAA, local pilots, and landowners. Technology can aid in decision making and improve situational awareness. Being able to collect the information from these resources and manage the information is key to situational awareness and could have a positive effect on your decision making.

It is also beneficial for remote PICs to assess risk for each mission or type of operation. Guidance on how to conduct such an evaluation is available from the U.S. Geological Survey and can be found in the reader resources at asa2fly.com/TPUAS. This can focus attention on actions or parts of the mission that may entail the highest risk and therefore can be actively mitigated with proper planning, ADM, and CRM.

Figure 5-5. Hazardous attitudes

[07-2026]