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If you’re considering hiring a drone operator to photograph or film your home, a construction site you’re in charge of, or maybe even an upcoming wedding — there are a few things you should know before telling them it’s OK to fly. Did you know, before the Pilot In Command even shows up at your location, there are several critical steps he or she is actually required to take to help ensure the safe operation of your flight?
In this article, we’ll give you an inside look at how we at ProAerial Media conduct our preflight planning process, to conform to all FAA Part 107 Regulations and ensure the safe outcome of your flight. You’ll find some useful information to help determine whether your chosen pilot is operating safely as they should, or if they’re just someone with a drone.
If you’re not familiar with Part 107, it is the part of the Code of Federal Regulations that governs commercial drone operations.
The Research Phase:
The first part of our preflight planning process is all about research. We look at several factors based on the specific location where your flight is to take place (be it a street address or geographic coordinates).
Airspace Restrictions:
The very first thing we look to determine is if your requested flight location is located in restricted airspace or not, and if so what those restrictions entail. Under Part 107, all sUAS flights must adhere to airspace restrictions at all times. In order to determine what airspace your flight is to take place, we reference digital sectional charts using a tool called SkyVector as well as more specific UAS map tools like Know Before You Fly or Airmap on a mobile device.
The National Airspace System
The National Airspace System is a multi-layered system that, albeit intimidating at first, is quite simple to understand. There are six primary classifications of airspace, and we’ll outline them here in reverse order.
Class G (Golf or ‘General’) Airspace starts at ground-level and goes up to either 700’ or 1200’ AGL (Above Ground Level) depending on your location. In some very sparsely populated areas Class G can extend up to 14,500’ MSL (Mean Sea Level).
Think rural and unpopulated areas, away from population centers. An sUAS Pilot In Command does not need to request authorization to fly in Class G Airspace.
Class E (Echo or ‘Everywhere’) Airspace makes up the majority of the national airspace system, and there are three types of Class E Airspace depicted on sectional charts with either fuzzy or dashed magenta lines, some requiring FAA authorization, some not. One starting at the surface, another starting at 700’ AGL. The third type isn’t marked on sectional charts and starts at 1200’.
Class D (Delta or ‘Dime-sized’) Airspace is airspace surrounding smaller regional and municipal airports, and consists of a 5 nautical mile radius around the airport starting at the surface, usually extending up to 2500’ AGL, and represented by dashed blue lines.
Class C (Charlie or ‘Medium-sized City’) Airspace surrounds the majority of the nation’s mid-sized airports. Think Nashville or Milwaukee’s General Mitchell. Like Class D, Class E Airspace consists of a 5 nautical mile radius around the airport starting at the surface but extending up to [usually] 4000’ AGL.
One of the key differences moving from Class E to D is an additional 10 nautical mile radius extending out from the airport. Only this second ring will start at various elevations extending up to the same 4000’ AGL. A sectional chart is needed to reference the specific restrictions in place for this airspace, and Federal Aviation Administration authorization is always required.
Class B (Bravo or ‘Big City’) is the airspace surrounding the nation’s busiest airports. An example of Class B Airspace would be around Chicago’s O’Hare or Atlanta’s Hartsfield Airport. Like Class C, Bravo Airspace consists of a 5 and 10 nautical mile radius around the airport but also includes another 15 nautical mile radius, and extends from the surface (varying elevations for the outer rings) usually up to 10000’ AGL. Again it is imperative to consult a sectional chart to understand where you are flying, and FAA Authorization is absolutely required.
Lastly, there is Class A (or Alpha) Airspace which lies above Class E, generally starting at 18000’ MSL, and far above where any commercial drone flight would ever take place.
Aside from the above, there are other types of airspace such as Military Operation Areas (MOAs) where hazards may be present, or Restricted Areas where (you guessed it) flights are restricted or forbidden altogether.
Some of these areas are for military training or national security and as such must be taken seriously. There’s a lot to list, but the long and short of it is again you’re going to have to consult a sectional chart (and know how to read it) to determine the active or live times of the zone you might be flying in.
Ground Restrictions:
Once we’ve determined the requested airspace is safe to fly, we then examine what, if any, ground restrictions are in place for your requested flight location. This can sometimes be more complicated than determining airspace restrictions, simply due to the number of agencies and organizations responsible for managing the vast amounts of land (especially in the western states), and who they defer to for the basis of any flight restrictions.
The four primary federal agencies responsible for public land management in the US are the Bureau of Land Management (BLM), the US Forest Service (USFS), the National Park Service (NPS), and the Fish & Wildlife Service (FWS). There is also local and state management, tribal, as well as DOD and DOE (Department of Defense and the Department of Energy).
Each has its own manned and unmanned flight rules and restrictions, and many have multiple sub-agencies with yet their own drone restrictions. Understanding the rules comes down to finding them and reading them. The hard part can be determining what agency is actually responsible for the land you’re potentially flying over, or taking-off from and/or landing on.
Here we use a tool called CalTopo, which is a powerful online mapping tool for just about anything and outlines in great detail the entire United States which you can overlay with your choice of additional maps (Google, USFS, Satellites, etc.).
Lastly, we’ll make note of the ground elevation and terrain at your requested location that may have an impact on the weather conditions when we look at that in the next phase.
Different types of land retain or reflect sunlight and heat differently which can cause changes in air currents. For example, dense vegetation and bodies of water will tend to absorb heat creating down currents of air, where barren land and pavement will tend to produce more heat and in turn create upward currents of air. Another geographic concern is if we’ll be flying in a mountainous region, as air moves across the upward and downward slope of a mountain differently and can adversely affect aircraft performance.
The Planning Phase:
With the initial research phase complete we move into the first steps of our pre-flight planning process. In this phase, we’ll secure any necessary permits or permissions from local agencies or private landowners as well as request any necessary airspace authorization or waivers from the FAA. We also begin to monitor the local weather and any local restrictions that may be in place.
Local municipalities and property owners may have flight restrictions in place that require permitting or possibly even proof of insurance, and we address these requirements concurrently while obtaining any required airspace authorizations or waivers from the FAA.
Aside from the above, the weather is the ultimate deciding factor when it comes to whether or not a pilot will take off on the day of your scheduled flight. Although we can’t control it, we can monitor it closely and plan for it.
In the aviation community, we rely on weather reports and forecasts called Meteorological Terminal Aviation Routine Weather Reports (METARs), also referred to as a Meteorological Aerodrome Reports. A METAR is a universal format for reporting weather that is used and understood around the world. A typical METAR contains data for the temperature, dew point, wind direction and speed, precipitation, cloud cover and heights, visibility, and barometric pressure which can all adversely affect flight.
Example of a typical METAR:
METAR KTTN 051853Z 04011KT 1/2SM VCTS SN FZFG BKN003 OVC010 M02/M02 A3006 RMK AO2 TSB40 SLP176 P0002 T10171017=
Click Image to view decoded METAR on Wikipedia (opens in new tab)
72–24 Hours Prior:
In the days preceding immediately preceding your scheduled flight, we begin tracking the weather in your area for any developments that may hinder our operation. If inclement weather is forecast or threatening we will keep you informed and proactively work to reschedule your flight when the weather is more cooperative.
We continue to read available METARs as well as monitor national weather patterns, but also now look for any Temporary Flight Restrictions (TFRs) and Notice To Airmen (NOTAMs) that may have been issued.
TFRs are exactly what they sound like, temporary restrictions put in place for specific reasons. TFRs are issued for areas where emergency responders are working, the movement of government officials and VIPs, etc.
A NOTAM is a notice filed with an aviation authority to alert aircraft pilots of potential hazards along a flight route or at a location that could affect the safety of the flight, containing information concerning the establishment, conditions or change in any aeronautical facility, service, procedure or hazard, the timely knowledge of which is essential to personnel and systems concerned with flight operations.
You can look up any issued NOTAMs using the FAA’s NOTAM Search Website.
We continue this monitoring up until the very moment before we take off on the day of your flight making sure we are familiar with all available, keeping you updated and informed all along the way.
Day of Flight:
Finally, just before takeoff, we run through our final pre-flight checklist. These pre flight checks are the final steps taken to ensure the safe outcome of any flight, and all well-disciplined manned aircraft and drone pilots will have a documented list of steps he or she goes through prior to even powering up the aircraft.
Here’s a look at our 30-Point Preflight Checklist:
WEATHER & SITE SAFETY
Chance of precipitation less than 10%
Wind speed under 15 knots (less than 20 mph)
Cloud base at least 500 feet
Visibility at least 3 statute miles (SM)
If flying at dawn / dusk, double-check civil twilight hours
Establish take-off, landing, and emergency hover zones
Potential for electromagnetic interference?
Look for towers, wires, buildings, trees, or other obstructions
Look for pedestrians and/or animals and set up safety perimeter if needed
Discuss flight mission with other crew members if present
VISUAL AIRCRAFT/SYSTEM INSPECTION
Registration number is displayed properly and is legible
Look for abnormalities -- aircraft frame, propellers, motors, undercarriage
Look for abnormalities -- gimbal, camera, transmitter, payloads, etc.
Gimbal clamp and lens caps are removed
Clean lens with microfiber cloth
Confirm drone batteries, SD card, and lens filters are secure
POWERING-UP
Attach phone to and power up remote control, open up FreeFlight app
Download/Update local flight area maps in app
Power on aircraft
Verify established connection between transmitter and aircraft
Verify display panel / FPV screen is functioning properly
Verify battery/fuel levels on both transmitter and aircraft
Verify that the UAS has acquired GPS location from at least six satellites
TAKE-OFF
Take-off to eye-level altitude for about 10-15 seconds
Look for any weight and balance or irregularities
Listen for any abnormal sounds from the aircraft
Pitch, roll, and yaw to test control response and sensitivity
Check for electromagnetic interference or other software warnings
Do final visual check to secure safety of flight operations area
Proceed with flight mission
There is clearly more to safely operating a drone than just owning one. When you’re looking to capture aerial imagery there are different elements of risk not associated with hiring a traditional photographer or videographer. Make sure to do your homework and ask questions before agreeing to let someone operate their UAV on your behalf.
If you’re interested in learning more about passing the FAA’s Part 107 Exam and becoming a licensed commercial drone pilot, we recommend you visit the FAA’s Become A Drone Pilot webpage.
ProAerial Media provides aerial photography and video for both residential and commercial real estate, commercial and industrial real estate, as well as other custom solutions like site surveying and inspections, or special events. Subscribe to our YouTube Channel to see our video work, and our Instagram feed to view our photography (@proaerialmedia). If you’re ready to fly, you can always book a flight from the ProAerial Media Website.
Take Flight. Take Pics. Get Clicks.