Engelsk OM QuadGroup Tech Including PART E

RPAS Operations manual for
Ver. 1 Rev. 1 Date 31.10.2018 QaudGroup Page 1 Of 59

Technologies
1. The sequence and the content in the sections should not be changed.
This is to ensure standardization.
The operations manual must adequately describe:

a) The operations performed by the company.
b) The equipment used in the given operations.
Remember to include all relevant agreements regarding cooperation with other operators
and internal cooperation within the company. If relevant to your manual: Add a short
informative notification about this in the application‘s cover letter sent to the Civil Aviation
Authority.
All relevant personnel should be able to easily and precisely

comprehend:
a) The operations manual as a whole.
b) How the individual operations are executed.
c) The requirements and restrictions that apply for the company’s relevant equipment.
d) The different types of operations.
e) Maintenance routines.
f) Training requirements to successfully complete all the different and relevant missions.
g) The checklists used, and
h) All processes and potential situations one should be aware of before and when one
executes the operations for which one has been approved. Remember to include point
h) in your risk analysis.
Make sure your application is submitted in accordance with the official guidelines.
Guidelines: www.http://www.luftfartstilsynet.no/selvbetjening/allmennfly/Droner/
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Technologies
In the Subject field is printed: “[Company Name] - Application for permission to RPAS
operations in Norway RO2 or RO3 category.” Those already assigned a case file number
must include this in parenthesis after the company‘s name, ensuring your application is
archived correctly and timely.
Submit the complete application with its attachment(s) to postmottak@caa.no.
According to §40 RPAS Reg and guidelines issued by the Civil Aviation Authority the
company must prepare an operations manual within the organization, containing the
following data:
1. Application form with official data concerning your business and individual
personnel data. It should be logged and submitted under the exact same name and
manner it appears in the Brønnøysund Registry.
2. An operations manual according to this template should contain at least
the following:
a. Description of the company’s organizational structure,

b. The description of the nature and purpose of the company’s relevant
operations, as well as the equipment intended for usage. (See part A, C and B),
c. Procedures that describe the operations in detail,
d. Risk Analysis for the planned and/or intended operations, as well as
the equipment included in the before mentioned operations (See A, B, C and
possibly D). Including (the list is not exhaustive):
i. Description of compensatory measures (with an

assessment of the anticipated effect) to reduce risk and/or
consequence(s).
ii. Description of which systems for “fail safe” that
are used (§14).
iii. Description of how it is intended that any minimum
heights and distances, (§13), as well as the maximum heights and
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Technologies
distances, will be able to be observed. (This is very important in the

event of a scheduled EVLOS or BLOS operation, as well as if a RO3
permit is necessary).
iv. Description of how to make sure that conflict with
manned aviation is to be avoided.
v. Description of the security detection measures warning
about unwanted events such as the loss of link or overview to RPA
(“Remotely Piloted Aircraft”);
Other relevant attachments.

3. The requirements for competence and maintenance training for the pilots and the
aircraft Description managers. (Part D.)
4. Maintenance of the systems (Part E.)
5. List and short outline of all the company‘s aircrafts in operation.
6. Documentation of valid liability insurance for damage to 3 rd parties according to EC
785/2004. (http://eur-
lex.europa.eu/LexUriServ/LexUriServ.do?uri=OJ:L:2004:138:0001:0006:EN:PDF See
table in Article 7, Item 1: Indicated a minimum coverage limit of 0.75 million SDR for
aircraft with MTOW under 500 kg).
7. For those who will operate the EVLOS, BLOS over limited areas and use a different
form of sensors, a still image or daylight film in connection with their operations, there
should also be documentation on the valid Aerial view license from the National
Security Authority. Foreign operators must always have permission from NSM.
https://www.nsm.stat.no/aktuelt/videreforer-praksis-foto-fra-luft/.
Remember that if this is not the type of operation described and approved by the Civil
Aviation Authority, you do not have permission to perform the relevant task.
Short description of the contents of the operations manual

1. Each page in the document should have a header/bottom text that indicates
“pages/of,” version/revision reference, date, and chapter indication. This document’s
header is only an example and customization is necessary of the header/bottom text so
that the chapters etc. are correct.
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Technologies
2. Each part must include a table of contents (index). Also, include a full table of
contents in the beginning of the document.
3. Common revision list for all parts should be included at the beginning of the
manual.
4. Overview of the relevant abbreviations and definitions must be added in the
beginning of the manual.
5. The operations manual should have the following sections:
a. Part A: General: Description of the company’s history and general

information about the company practices and procedures.
b. Part B: Operating documentation: Description of the company’s
material (User Manuals and descriptions).
c. Part C: Approved operations: Risk analysis and SOP - “Standard
operating procedures” for the operations the company are to perform. Each
type of operation can be/should have its own SOP,
including customized checklists.
d. Part D: Fitness and qualification requirements for the company’s
personnel.
e. Part E: Technical/maintenance routines.
f. Attachments.
The operations manual will describe the way operations should be performed and the
company’s operational personnel must follow the company’s approved operations
manual.
There are many regulatory requirements for manned aviation that may affect your
operation. Take a look at the Norwegian Civil Aviation Authority’s home page under the
section regarding regulations. (http://www.luftfartstilsynet.no/regelverk/).
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Technologies
QaudGroup
Technologies
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Ver. 1 Rev. 1 Date 31.10.2018 Part A Page 6 Of 59
Part A
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INTENTIONALLY
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Table of contents
Responsibility for maintenance and revisions....................................................................................... 11
Revision list .................................................................................................................................... 12

Glossary, abbreviations and definitions ........................................................................................ 12
Introduction ........................................................................................................................................... 13
Marking of special moments ......................................................................................................... 14

Organization and responsibility (OM) ................................................................................................... 14
Management ................................................................................................................................. 14
Director .................................................................................................................................. 14
Head of flight operations............................................................................................................... 15
Technical manager ........................................................................................................................ 15
Quality control manager ............................................................................................................... 16
The company’s approved types of operations .............................................................................. 16

Risk analysis model ........................................................................................................................ 16
The company’s quality control system .......................................................................................... 17
The purpose of the company’s quality control system ................................................................. 17
Areas the quality control system should cover ............................................................................. 18
The company’s long-term objective .............................................................................................. 18
Service and rest time ..................................................................................................................... 18

General operative procedures and limitations ............................................................................. 18
Preparations before flying ............................................................................................................. 19
Routine for approval/acceptance of the task........................................................................ 19
General weather information.................................................................................................... 19

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Operations area consistency ..................................................................................................... 20
Operations in the vicinity of airports ............................................................................................ 21

Operations in controlled airspace and airspace with RMZ (radio mandatory zone) .................... 21
Operations in connection with restrictions and hazardous areas ................................................ 21
VLOS: ......................................................................................................................................... 22
EVLOS:........................................................................................................................................ 22
BLOS:.......................................................................................................................................... 23
BRLOS: ....................................................................................................................................... 23
The company’s policy on any FPV (First Person View) operations ............................................ 24
Procedures for the use of VHF radio ......................................................................................... 24
General procedures for flying.................................................................................................... 24
Procedures before the flight ......................................................................................................... 25
Procedures after Flying.................................................................................................................. 26
Accidents, mishaps and occurrences............................................................................................. 28
Action instructions for accidents, mishaps and occurrences ........................................................ 28
Documentation routines ........................................................................................................... 28
Reporting procedures after accidents, mishaps and occurrences ............................................ 29
Operations types ....................................................................................................................... 29

Attachments .............................................................................................................................. 30
Introduction ........................................................................................................................................... 35
Approved types of missions .................................................................................................................. 35
SOP for VLOS operations ....................................................................................................................... 35
Air Quality Measuring .................................................................................................................... 35

Risk analysis ........................................................................................................................... 36
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Mission preparations ............................................................................................................. 36
Mission acceptance form (MAF) ........................................................................................... 37
Before flight ........................................................................................................................... 38
During flight ......................................................................................................................... 38
After Mission ........................................................................................................................ 40
BLOS ............................................................................................................................................... 41
Other ............................................................................................................................................. 41
Training .................................................................................................................................. 41
ATC communication .............................................................................................................. 41
Ground crew communications .............................................................................................. 41
About our training and maintenance of expertise ................................................................................ 44
Procedures for maintenance of certificates/skills ................................................................................. 44
Pilots .............................................................................................................................................. 44
Technical personnel....................................................................................................................... 46
Assistants, observers and other crew members ........................................................................... 47
Simulators or other equipment that can be used ......................................................................... 47
[System 1] ................................................................................................. Error! Bookmark not defined.
General information ...................................................................................................................... 48

(If multiple systems, more extensive than in the introduction.. .......... Error! Bookmark not defined.
Theoretical training and training program for the new operators should include: .................. 48
Practical training program for the new operators should include: ........................................... 49
Simulator (if applicable) ............................................................................................................ 49
Special maintenance requirements and training for the company’s operators. .............................. 51
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Introduction .......................................................................................... Error! Bookmark not defined.
The maintenance program’s contents ................................................. Error! Bookmark not defined.
Revisions in the maintenance program: ....................................... Error! Bookmark not defined.

Responsibility of the signer for airworthiness: ............................. Error! Bookmark not defined.
Testing and modifications: ........................................................... Error! Bookmark not defined.
Logging of flight time, errors, and defects. .................................. Error! Bookmark not defined.
The description of maintenance: ................................................. Error! Bookmark not defined.
Critical components maintenance periods: ................................. Error! Bookmark not defined.
Revision: ....................................................................................... Error! Bookmark not defined.
Service bulletins from manufacturer:........................................... Error! Bookmark not defined.
[System 1] ............................................................................................. Error! Bookmark not defined.
General information ..................................................................... Error! Bookmark not defined.
Responsibility for maintenance and revisions

It is the responsibility of all the leading members (Director, HFO, TM and QCM) to maintain and update
QuadGroup technologies operations manual. A meeting should be held a minimum of once a year to
discuss changes and revisions to the OM. Meeting can be held more often if there is a need for it.
Major revisions are marked in the revision list as a new number (i.e. “2.0”). Changes that might cause
this are, i.e. the edition of a new mission, and/or mission type (i.e. BLOS, BRLOS), or large, significant
changes in the processes described in the original OM.
Minor revisions are marked in the revision list as a decimal (i.e. “2.1”). Changes that would cause this
are, i.e. the addition of a new aircraft of the same or similar type, or minor changes that do not have a
large effect in the procedures of the old manual.
Revision list
Rev. Affected part Approved Revision performed by Notes
No. date:
0 RPAS OM --.--.---- Johanna Eggen (QCM), First time approved by

Civil Aviation
Morten Jensen ™,
Authority:
Robert Saunderson (Dir),
Marius Tjessem (HFO)
Glossary, abbreviations and definitions
Relevant general and system-specific abbreviations and definitions

 HFO – Head of Flight Operations
 QCM – Quality Control Manager
 TM - Technical Manager
 OC – Operation Chief
 PIC – Pilot in Command
 NSM – Norwegian National Security Authority (Nasjonal Sikkerhets Myndighet)
 CAA – Civil Aviation Authority (Luftfartstilsynet)
 ATC – Air Traffic Control
 RMZ – Radio Mandatory Zone (for aviation)
 VHF – Radios used for communicating with ATC and other air traffic
 SOP – Standard Operating Procedure
 OM – Operation Manual
 MAF – Mission Acceptance Form
The word “must”, means that it is mandatory.

The word “should”, means that the subject is not mandatory, but is recommended.
Introduction
All types of general information about the company. Context and location in the parent
structure can also be found here.
QuadGroup Technologies is a private company founded by former students at the university of
Tromsø. We are located and currently operate out of Tromsø. Our focus is on providing drone
solutions to research conducted in the lower atmosphere above areas of varying population,
traffic and industry densities.
Marking of special moments

Important sentences are clearly specified in the text and important words or phrases may be bold,
underlined and/or in ALL CAPS!
Organization and responsibility (OM)

The purpose of this operations manual (OM) is to outline the type of operations that are carried out by
QuadGroup Technologies, and their standard operating procedures (SOP) for different types of
missions. It is the duty of QuadGroup Tech’s personnel to familiarize themselves with the whole OM,
especially parts which they specifically operate under. For example, PIC must be familiar with and
understand PART C, the standards for how missions are to be conducted, along with the POH and
relevant checklists.
● The document/operations manual’s main purpose.
● Scope (manual’s relevance to the company, the operation(s) and the relevant
people involved). Any block diagram.
● Short description of the operational organization.
● References to the regulations.
Management
QuadGroup technologies has four management positions. Director, Head of flight operations,
Technical manager, and the Quality control manager.
Descriptions of responsibilities relating to the various functions can be found in § 30
RO2 and § 38 RO3. Refer to attachment to the document for details about names and
personal information concerning those involved. In order to avoid revising the entire
document, please submit only the attachment in case of changes to the company‘s
personnel data concerning this section.
Director
Description of position:
The head of the business side of the company and customer relations. As described in BSL 7-1 §38, must
be 18 years or older.
Responsibilities:
The responsibility of the manager is to control business aspect of the company. This means meeting the
needs of employees, customers, investors, and the law. It is also the Directors job to, along with the QCM,
to make sure that the employees of the company do their jobs properly, and the procedures described in
the OM are followed by all employees.
Authority:
1st in command.
Head of flight operations

Supervisor of operations as described in BSL 7-1 §38. Also plans and accepts or rejects missions.
Responsibilities:
Is responsible for operational aspect of the company and prioritize safety. Manages the companies risk
analyses and accepts/rejects mission requests. Makes sure that operations follow the guidelines laid out
in the OM.
Authority:
2nd in command, 1st in command during operations.
Particular Requirements:
Must pass exam given by the Civil Aviation Authority, must have undergone and must fulfill the
requirements for OC’s and PIC’s as described in BSL 7-1 §46.
Technical manager
Head of equipment, gear and aircraft.
Responsibilities:
As BSL 7-1 §38 describes, Supervisor all equipment connected to operations primarily the aircrafts
airworthiness. Is also responsible to conduct maintenance and repairs on equipment to the standard
described in BSL 7-1 §41.
Authority:
Can ground aircraft and ban the use of equipment deemed unfit to fly by the TM.
Particular requirements:
Should have a background in model aircraft/helicopters/multirotors. Strongly recommended to have an
education within engineering, or electronics. The TM must be able to document some technical expertise
as described in BSL 7-1 §38.
Quality control manager

Head of quality assurance internally.
Responsibilities:
Manual of operations, quality control manual, procedures, safety measure and improvement. Making
sure that the processes and requirements described in the OM are upheld by company personnel. And
the systems set up to better the quality of the company are used and are working as they should as
described in BSL 7-1 §38 and §39.
Authority:
Can cancel operations if seen fit due to breaking of safety regulations or procedures.
The company’s approved types of operations

QuadGroup tech is certified to carry out the following types of missions:
 VLOS
 Training of new pilots VLOS
 Testing equipment new/old VLOS
Expations to new mission types may come at a later stage. More details of the approved mission types
can be found in Part C.
Risk analysis model

We have a description of our general risk analysis in appendix X, a detailed calculator that we use to
calculate risk for specific missions is also included in appendix X.
According to § 29 RO2 and § 37 RO3, a risk analysis inside the operations manual must
be in place. A description of what risk analysis is utilized, while the actual risk analysis
can be added where relevant, or added as attachments for the various operations types.
What is important is that the relevant individuals understand the risk analysis, its
model and can relate to it.
The company’s quality control system
Description of the quality control system processes and procedures the company uses.
It must outline how the company ensures that errors, defaults, and exposed
experiences are utilized to improve the company’s routines and documentation. The
company that powers manned flying must describe how RPAS relates to the
existing quality system.
In the case of larger adjustments, a new approval of the entire operations manual by the
Civil Aviation Authority may be required. Remember- The latest version of the
operations manual shall be submitted to the Civil Aviation Authority.
The purpose of the company’s quality control system

The purpose of the company‘s quality control system. Describe how the company is
to safeguard or improve the quality of the company’s function and what procedures
the company has in place to ensure that the exposed errors are corrected (system
for closing of nonconformities).
Areas the quality control system should cover

The company’s quality control policy in relevant areas such as technical
maintenance, operative procedures, training etc.
The company’s long-term objective

The final goal of the quality control system is to create the best possible system for reporting
accidents and unwanted events to minimize misunderstanding and to be able to respond with
corrective action. The role of the quality control manager should be 100% confident that the
systems set up for safety and reporting are upheld to the utmost buy company personnel.
The company’s long-term quality control objectives and strategy.
Service and rest time

Personnel should rest a minimum of 15 minutes for every 45 minutes of flying or preparations
between flights. The break can be divided up or postponed at critical times by the OC. Driving between
missions can be counted as breaks. The PIC can request a break at any time, and can also handover
command to another qualified PIC with the permission of the OC.
General operative procedures and limitations

A full explanation of the operative procedures used by QuadGroup tech is detailed in Part C.
Preparations before flying

Detailed in Part C:
The HFO picks out a qualified person to assume the role of OC. It is the HFO’s job to ensure that all
prier permissions are handled, and that the OC is up-to-date on the permissions before flight. Then
the OC coordinates crew and equipment that will be needed for the mission or missions to be
conducted.
Routine for approval/acceptance of the task

Once a mission (or multiple related missions) are requested, the HFO must study the request and
determine if the requirements for personnel, equipment, operations type and time can meet the
requirement for the operation. Once he/she is confident that these requirements can be filled, he
must require the proper permissions from parties involved with the location of the operation.
Once these are cleared, the HFO fills the information in a “Mission Acceptance Form” (MAF).
Control can now be handed off to a OC of the HFO’s choice. (The HFO can act as OC him/herself).
The OC must then ensure that the MAF is correct and that all the required steps are taken. The OC
then assembles the crew and equipment outlined in the MAF.
The process for mission approval and preparation is outlined in more detail in Part C.
▪ I.e. the authority of flight manager if the
task is special in some way.
▪ Is the equipment suitable for the task?
▪ VLOS, EVLOS, or BLOS?
▪ General restrictions the company has
adopted.
▪ Other.
General weather information

Long term weather research should be done in advance of an operation and monitored regularly
using local trusted weather information services. (e.i. Storm.no and Yr.no for Norway). Closer to the
start of the mission, the use of METAR for weather information may be used. The primary deciding
factor for weather conditions is the PIC and OC’s visual personal evaluation of the weather to
decide if the mission can be continued.
▪
 The company’s information (regardless of platforms), individual limitations may

differ.
 Wind.
 Precipitation.
 Visibility.
 Other.
Operations area consistency

Operations areas may vary, but our mission description describes operations in populated
areas and in Urban environments. The ability to operate in these areas give us the
necessary safety requirements and procedures to also operate in rural and low populated
areas if it is required for the mission.
Safety areas: We use a calculator to determine varying safety distances depending on
population density and the size of the area blocked off by safety barriers and signs.
Missions in RMZ and near airports will be conducted with prier permissions from ATC and
with constant VHF radio communications.
Emergency landing spots and ditch areas must be planed before the flight and should be
monitored to ensure that they are not compromised. An emergency landing spot must be
an area with no buildings and people. It must also be easily accessible from the operation
area and must not involve flying over people, or property without permission. If the
emergency landing spot is property, permission must be granted by the land owner
before mission start. If an emergency landing spot, or ditching area is not found the
operation area/takeoff site must be prepared to accept an emergency landing/ditch. Mer
må skrives her!
Here are all points regarding the operations area where consistency must be considered.
RO2 and RO3 without special permit, applicable requirements for safety distances and
flight altitudes from § 51.
 The buildings (minimum 50 meters from the 3 rd person’s property)
 Population (minimum 50 meters from 3rd person.
 Traffic (minimum 50 meters from other public traffic).
 Air traffic/Airport.
 Block-offs.
▪ Criteria for suitable emergency landing

areas.
▪ Determining the pre-planned and
recognized emergency landing areas. As many current emergency
landing areas as possible are to be identified and prioritized by a
flight. If possible, they can either be programmed into the system,
or noted mentally by the pilot so that you already have done a
coarse assessment of fitness before an event occurs.
▪ Other.
Operations in the vicinity of airports

The airport must be informed of the operation and give permition for that specific mission. ATC
must also be informed of the use of the VHF radios during the missions as outlined in
appendix X.
Operations in controlled airspace and airspace with RMZ

(radio mandatory zone)
Detailed protocols for the preparations and procedures during operations are described in Part C.
Operations in connection with restrictions and hazardous

areas
If an area is restricted or hazardous as
▪ Where are those responsible for their
operations?
▪ Where to find the overview of restriction
and hazardous areas (AIP, AIP SUP, Notam, etc.).
▪ Approval procedures.
▪ Applications and application deadlines.
(Airspace regulations, BSL G 4-1 applies today, but will probably
be updated.)
VLOS:
▪ Max 120 meters AGL.
▪ The maximum distance from the pilot is
defined.
▪
For each system the company uses, define the maximum distance
from the operator according to the appropriate platform visibility.
▪ Weather and lighting conditions will be
factors that may limit the distance and should be compensated for.
▪
Flight will be completed so that the aircraft can at all times be
observed with the naked eye without the aid of binoculars, camera,
etc.
▪ The aircraft shall at all times be in
condition to be maneuvered manually by the aircraft manager, thus
ensuring non-interference with other aircrafts, people, aircrafts,
vehicles and designed objects on the ground.
▪ Limitations in controlled airspace.
EVLOS:
▪ Outside the maximum distance and
height from the autopilot defined for VLOS.
▪ Own risk analysis of EVLOS operations.
▪ Description of how the flight is to be
performed so that the aircraft can at all times to be maneuvered
manually by the aircraft manager, thus ensuring non-interference
with other aircrafts, people, vessels, vehicles and designed objects
on the ground
(i.e., use of the observer in connection to the aircraft manager, the
size of the aircraft that indicate that it can be operated over 120
meters, etc.).
▪ Requirements for a radio license
for monitoring and notification of other air traffic in the operations
area.
▪ Define the maximum height and distance

at which the aircraft manager without observer can maintain
positive control.
▪ Define the maximum range of the system
(sender, receiver equipment, relay solutions, or other physical
limitations).
▪ The Civil Aviation Authority should
approve EVLOS procedures.
BLOS:
▪ Expanded risk analysis for each mission
(There is a more extensive description in operations manual part
C, with a short description of the special hazards associated with
the BLOS).
▪ Define the range of the system or other
relevant restrictions
▪ The application procedure (see BSL G 4-
1).
▪ Requirements for the particular
airspace/operations area.
▪ Applications (See BSL G 4-1 Attachment 1
and 3 or 2).
▪ Deadlines (See BSL G 4-1 §16).
▪ References to the relevant documents.
BRLOS:
▪ “Beyond Radio Line of Sight.”
▪ If a specific form of relay is to be used,
this solution must be described and approved by the Civil Aviation
Authority particularly if it is either BLOS or VLOS. See also EVLOS
and BLOS.
The company’s policy on any FPV (First Person View)

operations
▪ 2 persons, i.e. an aircraft manager and a
camera/sensor operator who uses “video glasses” or other display
for the flight. The person who sees the aircraft without camera
should be the aircraft manager and have responsibility for the
flight.
The instructor-student cable solution or equivalent should be used if the aircraft

manager is not available to take control of the aircraft.
Procedures for the use of VHF radio

The use of VHF during QuadGroup Tech’s opperations is outlined in Appendix X.
The minimum requirements are a valid radio license issued by the Civil Aviation
Authority.
▪ Phraseology.
▪ Relevant situations/policy for use
(BLOS/EVLOS/FPV).
▪ Other.
General procedures for flying
Procedures before the flight

The OC is in charge of packing and following the packing and before going out checklists.
 Crew tasks.
 Criteria for assessment of the aircraft airworthiness.
 NOTAM, other activity in the operations area.
 Weather conditions.
 MEL list (Minimum equipment list). The smallest of the aircraft equipment/components that
must be operative for a flight to be performed. Can indicate in another section in the
operations manual if relevant, i.e. operations manual B or C. Different types of task can
have different MEL lists
 The use of sunglasses?
 Cordoning off areas, i.e. how, why and how much.
 Special considerations regarding high/low temperature (Battery capacity, engine power,
personal reasons, cold fingers, etc.).
 Mobile phone procedures.
 Clothing/uniforms.
 Internal/external trunk line.
 Briefing of the affected personnel, assistants, employer, or others that will be in danger to
stay in the aircraft if something goes wrong.
 Assessment of other known hazards, mobile master, magnetic field, radio radiation, bird
flock, etc.
 Tollbooths have been reported to cause problems for RC equipment (Risk).
 Other.
Procedures after Flying

o Logging
▪ Personal logging (to
document training/experience/maintenance requirements, etc. also
See operations manual E).
▪ Equipment (technical) log books. (For
runtime/maintenance intervals for the equipment. See description
in operations manual C.)
▪ Attach template/example of logs as
designated attachment.
o Storage routines for logs/documentation.
▪ Training/merits.
▪ The system logs.
▪ Digital logs.
▪ Paper logs.
▪ Technical Logs.
▪ Completed checklists (if applicable).
▪ Backup/paper copies of digital logs?
o Other.
A formal standard for logs will be developed. Until further notice we recommend that
organizations standardize the logs that are used by the various pilots within the
entities and make them “track” only. The following information should therefore be
at least within a personal flight time log:
● Date and year.
● Serial that used (i.e., serial number or other way to identify UAV serial).
● Own role during the flight (Pilot, sensor operator, etc.).
● Site.
● The time of day for the flight (first departure time and latest landing time in
the case of several trips with the same UAV serial).
● Total flight time (add up and transfer to RPA). (I.e. type missions, employer,
and/or other relevant information transferred here.)
● Classified (Type of assignment, name of assignor and/or other relevant
information).
● The pilot was not available for a signature.
Some operators may find it practical to also have other things

in the logs.
Accidents, mishaps and occurrences
Please inform us about events the operator has experienced in connection to the
operations. Please send this information to postmottak@caa.no.
Action instructions for accidents, mishaps and

occurrences
Warning procedures
▪ Serious personnel injury (outsiders and
own personnel)
▪ Damage to bystanders and material.
● Small personal injury.
● Injury that requires police

notification.
● Damage, which causes a

form of liability.
● See also the relevant points
below.
Documentation routines
● For the Accident
Investigation Board Norway and the Civil Aviation Authority
Norway.
● For system development
(System Error?).
● For Insurance.
● For Police investigations.
o Any particular
storage of system logs if suspected after research.
Reporting procedures after accidents, mishaps and

occurrences
o Voluntary submission of information to the Aviation
Authority. Postmottak@caa.no
Operations types
Short description of the types of operations the company is executing.

Complementary description with its associated risk analysis may be found in
section C).
Below are SOME relevant tasks. The list is not exhaustive.

● Relevant “Operations Types/Main Groups”
o VLOS
o EVLOS
o BLOS
o BVLOS
o BRLOS
o FPV
● Relevant sub-parts
o Training
o Line Inspection
o Real estate photo, rural
o Real estate photo, city/town
o Film production
o Indoor
o Monitoring
o Sensor testing
o Land measurement
o IR recording
o SAR
o Survey
▪ Geological mapping
▪ Environment
o Research
▪ Climate
▪ Meteorology
▪ Tracking of radio tagged animals
● Other
Attachments
All attachments are to be added at the end of this document. As attachments
are added, all lists, overviews and documents must be regularly updated. In
case of changes to the attachments, the revision history must be updated. A
copy of the document must be sent to the aviation authority for updates
to your case folder.
Examples of documents the company can produce and submit as
attachments (not exhaustive):
● Templates for logs, personal (see text below).
● Templates for task/activity logging (see text below).
● Protocol deviation form.
● Other relevant attachment.
Operating Documentation
Ver. 1 Rev. 1 Date 31.10.2018 Part B Page 31 Of 59
Part B
Ver. 1 Rev. 1 Date 31.10.2018 Part B Page 32 Of 59
Part B is not a part of the exam
Authorized operations
Ver. 1 Rev. 1 Date 31.10.2018 Page 33 Of 59
Part C
Authorized operations
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Introduction
The purpose of part C is to outline and explain the standard operating procedures (SOP)
for QuadGroup technologies. Blow are the mission types that QuadGroup tech is certified
to fly, and the procedures for planning, approving, preparations, checklists and tasks to be
completed by different personnel for these different mission types.
Approved types of missions
The mission types conducted by QaudGroup Technologies include:
VLOS:
 Atmospheric and air quality data collection over to 120 AGL in and outside of controlled airspace.
Other:
QuadGroup Tech does not currently operate any other mission types other than VLOS. Expansions to this
may be added later.
SOP for VLOS operations

VLOS (Visual line of sight) operations are operations where the PIC (Pilot in command) has constant
visual contact with the aircraft and is able to roughly determine the aircrafts direction, heading and
height. This means that there must be constant weather monitoring and risk assessment to ensure
that visual contact with the aircraft is constantly upheld along with sensors and equipment to help the
PIC understand the aircrafts altitude, speed and direction.
Air Quality Measuring

This operation type involves using different sensors to measure particles in the air at different locations.
This requires flying in areas of varying population density and may involve flight in areas with many
obstacles. For this reason, we’ve classified this mission VLOS.
Risk analysis
Referred to here are the mathematical calculations and appendixes is other documentation about risk
assessment.
Mathematical calculations and scenario risk analysis. This gives us two perspectives on which to
analysis the risk involved in our operations.
A risk analysis for each type of operation should be performed and taken into the SOP as measures.
Risk analysis can either be added as attachments or entered here. Actions can be described here or
added directly into the SOP.
Mission preparations
Operations are usually requested by a client. It is the HFO’s (Head of Flight Operations) responsibility
to determine if the mission is acceptable and can be completed in a safe manor. If this is not possible,
a dialog between the HFO and the client must be established to come to an agreement on how the
mission is to be completed. Factors that might need discussion:
 Change of location
 Change of mission parameters (height, speed, weather)
 Change of aircraft type required to complete mission
Once an agreement is met, the HFO must then acquire the required permissions from the following
parties:
 Landlord
 Local businesses
 Private property owners
 ATC
 NSM (if flight will take place in or near a public no-fly zone)
 Police and Local Municipality
(The permissions required may vary depending on the mission)
Once these are approved well in advance, the HFO can deem the operation approved and write a MAF
(Mission acceptance form). The HFO can approve recurring missions of the same type. The timing and
duration of the recurring missions must also be approved by the above parties and the client.
If these conditions are not met, the HFO must discuss with the client on what must change to satisfy
requirement, and permissions.
The HFO then picks a qualified person to accept the role of OC (Operations Chief). The OC is the mission
specific responsible person. The OC role can also be assumed by the HFO and can also change hands
between OC qualified personnel.
Once a mission is approved, the OC takes over responsibility of the operation. An approved mission
should then have the below points completed if deemed necessary by the OC.
 Inform NSM of sensor and flying locations
 Inform Police.
 Inform ATC (if mission is in controlled airspace)
 Post a NOTAM
 Request a no-fly-zone
All points to be covered on an approved operation are listed in our checklists (see chapter 9.1.1.3)
Mission acceptance form (MAF)

The Mission acceptance form (MAF) is a document that the HFO fills out to describe the mission and
whether it is accepted or not by the HFO. The document includes:
 Client information
 Description of the mission and location
 Type of operation
 In and RMZ, CTR and/or 5km zone
 Is posting a NOTAM or requesting a No-fly-zone required?
 Permissions required and received written acceptances attached
 Notes and challenges with completing the mission.
 clear marking if mission is accepted or not.
 Signature of the HFO and OC’s to show acceptance of responsibility of the mission.
If the OC’s position changes hand, new signatures are required form the HFO and the new OC. Commented [A1]: Ka tenker dere om dette? Kan gjøre det
vanskelig for OC posisjonen å bytte i løpet av dagen :/
The MAF document can be found in appendix X. (We use UiT’s MAF)
Before flight
The OC is in charge of preparing his/her missions for the day. This involves following the before going out
checklist, packing relevant equipment and preparing the number of crewmembers and their
responsibilities. These are some of the elements that are described in detail in the “before going out”
checklist:
 Check weather at flight location

 Check Safetofly.no for dangers, restrictions, and no-fly-zones.
 Check NOTAM
 Inform landlord
 Inform ATC
Once this and the “packing checklist are completed, the crew can move to the location of the operation.
Once on site the OC:
 Decides where barriers and guards (if needed) should be placed.

 Decides where the takeoff, landing and ditch areas are.
 Briefs the entire groundcrew on:
o Procedure of the mission
o Takeoff, landing and ditching area
o Roles and responsible areas
o Communication and crew radios (according to appendix X).
 Help the PIC in setting up the aircraft and following checklists.
If in a CTR, the OC then contacts ATC and asks for permission to start flying. The OC can then give the PIC
the go ahead to fly if ATC approves, and he/she is content with the preparation. (Procedures for ATC
communication can be found in appendix X.)
The PIC is the pilot of the aircraft and is responsible for the aircrafts airworthiness at the mission site. It is
the PIC’s responsibility to fly the aircraft and to collect the data that is needed. He/she is not responsible
to monitor anything else. The PIC must have full attention towards the aircraft, flight and mission.
During flight
During the flight each role is responsible to perform these tasks:
PIC:
 Monitor aircraft and its systems and payloads.
 Monitor airspace and is aware of potential hazards.
OC:
 Communicates with ATC and aircraft in the airspace.
 Informs and assists the PIC of relevant information for the flight.
 Works to maintain full situational awareness, both on the ground and in the sky.
Guards:
 Maintain situational awareness of their designated areas
 Understand and have read the Ground crew communications procedures
 Receive and understand the mission briefing from the OC.
 Create a safety perimeter
 Inform passersby
 Reject entrance
 Asist the PIC and OC
Personnel must NOT allow themselves to be distracted by listening to music or using their phones for any
other use than is required for the mission, or an emergency. All personnel must operate in a professional
manner.
Mission aborting procedures

The OC has final say on what is to be done on the mission, however the PIC is authorized and obligated to
abort a flight if:
 There is a serious mechanical malfunction of the aircraft

 He deems the area unsafe to fly due to: airspace confrontation, compromise of safety perimeter,
weather and other safety breaches that the PIC deems unsafe to fly.
All other operational decisions should pass through the OC to maintain their operational awareness.
Hierarchy of a flight abortion

If the OC determines that the flight must be aborted. Then he/she must command the PIC to (Land,
ditch, or fly away from danger area). If the PIC determines that the flight must be aborted, he/she
must inform the OC of the action he/she intends to do (land, ditch, fly away from danger area).
The OC must not take control away from the PIC as this might cause confusion and therefor an
accident. The only time an OC can take control from a PIC is if the PIC acknowledges an inflight hand
over, or if the PIC is unresponsive or incapacitated in some way which makes them unable to fly the
aircraft properly and safely. The purpose of this is to avoid conflict of controls.
After Mission
Nothing must happen until the OC has informed ATC that the aircraft has landed. The PIC and OC will
then evaluate if the mission must be repeated. If not, the OC gives the order to begin packing.
The OC and the PIC collect the data and pack the drone, following the checklist. The guards take down
the perimeter and assist where it is need.
Checklists
We have developed our own checklists based of the manufacturer’s checklists for the equipment that we
use and modified them to fit our mission types and the different equipment that we us. Our checklists are
divided up into 4 categories, each containing different checklists.
1. Before going out
a. Before going out
b. Packing
2. During Mission
a. Pre-flight
b. During flight
c. After flight
3. After Mission
a. Packing and cleanup
4. Emergency Checklists
a. Engine failure
b. Loss of VLOS
c. Loss of control
d. Airspace Conflict
e. Safety Perimeter Breach
The actual checklists can be found in Apendix X.
BLOS
We do not currently have any BLOS operations.
Other
Other procedures universal to all operation types:
Training
A rigorous training program will ensure that pilots (PIC) and operation chiefs (OC) have the correct
knowledge and experience to safely conduct missions. The training focuses on knowledge of the
mission, equipment, and the ability to be able to make correct decisions in the eventuality of an
incident or accident. A detailed description of the procedures for training are outlined in Part D.
ATC communication
For procedures in communication with ATC, see appendix X.
Ground crew communications

For procedures on the communication between ground crew, see appendix X.
Operations inside RMZ

Operations inside RMZ must be conducted with VHF communications if the operation:
 is above 120m AGL

 Inside 5km radius from an airport (can be extended to CTR if deemed necessary by HFO)
NOTAM and No-fly-zones should also be considered. If there is doubt, contact the local ATC service.
Training/maintenance/ requirements
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According to regulations §28 and §46, a pilot must be able to demonstrate sufficient skills
to ensure safe flights in accordance with the regulations.
It is also stated that the aircraft manager and pilot must have passed an exam given by the
Civil Aviation Authority.
Overview of the company approved pilots and their qualifications are added as an
attachment of the personnel overview.
It is the company’s responsibility to provide the pilot(s) with sufficient training, including
maintenance training to ensure proficiency and currency. Some types of operations may
require additional competence or skills.
How all of this will be completed and documented should be described here in Part D, with
references to Part B and C.
About our training and maintenance of expertise

Regarding part D. A short description of the system(s) that the company uses to collect
and maintain the necessary expertise for its pilots.
If you only use one system, the general technical description

is added to 9.4.1.
Quadgroup Technologies use a quality control system to verify that the pilots required certificates and
qualifications are valid, as described in chapter 3.4.
Procedures for maintenance of certificates/skills
Pilots (PIC)
It is the pilot‘s responsibility to ensure that the required certificates and qualifications are
valid before the flight is commenced. But it is the responsibility of the company that there
is a system in place to verify this.
Here you shall describe the quality control system the company uses to ensure that the
company’s operators hold the necessary certificates and craft/training to perform the
various types of tasks. (Can also be described in the quality control system.) Some things
can be a requirement by the government (CAA/EASA), some will be specific for the
company and the individual type of task.
The quality control system is the main resource to ensure that all the requirements of the employees will
be evaluated in a structured and clear way.
It is the pilot’s responsibility to ensure that the required certificates and qualifications are valid before a
given flight, and this procedure will occur by following a structured system listed below to verify the given
requirements.
The listed requirements below will be checked by the company in addition to the quality control system.
Requirements
This are the certificates the pilot must have individually on beforehand.
 Passed the e-exam from the CAA
 Know the rules and regulations given by the authorities, BSL 7-1.
 Be able to demonstrate sufficient flight skills, by one of the following requirements:
o Have at least 100 documented flight hours with an DJI-product (relevant for the primary
members of the company)
o Have completed the company’s PIC training program on the aircraft, operation, software
and VLOS procedures by an authorized pilot instructor who has completed enough
assignments to be experienced
 Complete a review of the aircraft with the Technical Manager
 Have sufficient knowledge of the checklists, and know the emergency checklists by memory
Qualifications
Here it is listed the needed and most important qualifications each pilot must have before a flight is
commenced.
Maintenance of the qualifications

To ensure that the qualifications of the pilots are up to date, there will be a continuously review of the
pilot‘s skills and knowledge, given by a structured overview from the quality control system. This will
ensure that every stage is covered to provide quality in the given operations and ensure flight safety.
The following list contains a number of requirements that must be overviewed continuously.
 Maintenance of relevant flight skills, with at least one of the following:

o Log at least one flight of the relevant aircraft during the month
o Have a qualified PIC determine the abilities of the pilot in question with a training flight
with the relevant aircraft. If the PIC may then recommend the pilot in question redo the
training program, or allow him/her to continue as a qualified PIC.
 The pilot must ensure that their theoretical competence on the missions, systems and aircraft are
continuously up to date.
Operations chief (OC)

The role of the Operation Chief (OC) is to be the first in command at the operation site, and to be the
crew member with the most awareness of the situation. It is the OC that has final say (excluding
conclusions made by the PIC relating to the aircraft and the flight).
Requirements
The OC is required to have the following qualifications to operate as an OC:
 Must have completed PIC training

 Must have experience from prier mission in any role. (exemption from this for HFO)
 Must have a valid aeronautical radio licence.
 First aid training
Technical personnel
If your company has its own training program for the technical personnel, this can be
described here
The Technical Manager has the overall responsibility when it comes to ensure that all the technical
maintenance procedures, checklists and equipment are in order.
Since Quadgroup Technologies only technical personnel for all flight operations in this Operations Manual
is the Technical Manager, there is no compiled training program available. But the Technical Manager
must be able to document relevant technical expertise for the given system the organisation operates,
which is the DJI Matrice 210, § 38.
Assistants, observers and other crew members

The description of the company’s routines and requirements for assistant, observer, and
other crewmember training.
All assistants, observers and other crew members shall be familiar with the various procedures
Quadgroup Technologies has. Therefore, all crew members must, through the following training, be
approved to participate in the missions. Here is a list of the routines and requirements that must be
proceeded to ensure that all crew members can be approved to attend a mission.
Have full knowledge of the given operations, which includes routines before, during and after the
operation. It is especially important that the safety procedures are known by memory, so the crew
members can act on instinct.
A more detailed description of the crew members routines is listed in the “Ground Crew Coms
Procedures” Appendix.
Simulators or other equipment that can be used

We use simulators as a first step in pilot training to give experience and understanding in how the aircraft
behaves in the air, and to fine tune movements and exercises that the pilot must know.
The limitations of a simulator are primarily the lack of perspective, the differences between what can be
simulated and what is reality. Another important difference is the lack of sense of danger or value that
may effect a pilots judgment.
Training
If the manufacturer has published a designated training program, it can be used in its
entirety or in part as long as the following points are included.
General information
The operators within Quadgroup Technologies must have sufficient knowledge and skills before flying the
DJI Matrice 210 in these given operations. This means completing a theoretical and practical training
program, confirmed by an authorized pilot.
Theoretical training and training program for the new

operators should include:
i. RX/TX Equipment
ii. Battery and charging equipment/charging routines
iii. Technical review
iv. Camera/sensor rig
v. Software/autopilot/gyro
vi. GPS
vii. Backup/emergency equipment/RTH (return to home), etc.
viii. Special mission types
ix. The list is not exhaustive.
New operators must complete a theoretical training program to be verified to operate as operators in the
organization. This involves theoretical lessons and demonstrations given by the TM in subjects:
 RX/TX equipment
 Battery and charging equipment/charging routines
 Technical review
 Camera/sensor rig
 Software/autopilot/gyro
 GPS
 Backup/emergency equipment/RTH etc.
 Special mission types
A verified the TM must confirm and sign that the new operator has completed the theoretical training.
Simulator
i. Normal operations
ii. Emergency procedures
iii. Checking out of the system
iv. Training to special mission types.
The purpose of simulator training is to familiarize the student with the controls and responses of
the aircraft the training is designed for and also to allow the instructor to gain an understanding of
the students abilities. This way, the student can practice and gain experience without
compromising safety or risking damage to the aircraft. These are the elements that the student
must practice:
 Take off and landing
 Flying on own accord (to gain a feel for the aircraft)
 Simulated mission (fly the relevant mission)
 Emergency procedures (loss off engine etc.)
The faze check for the simulator portion of the training is when the instructor is content with the students
ability to complete the above mentioned tasks.
Practical training program for the new operators should

include:
i. Normal operations
ii. Emergency procedures
iii. Checking out of the system
iv. Checking out of special mission types
When the theoretical- and simulator training is complete, new operators must complete a course of a
practical training program. This program should include:
Normal operations
In addition to the precision of the flight, the inspector will evaluate if the new operator is ready to
participate in the operations.
By the following requirements, the new operators will be evaluated by how they:
 acts calm and concentrated during the flights
 uses checklists and follows the procedures correctly
 shows safety awareness before, during and after the flight
 knows the basic RPAS regulations (safety distance, max height etc.)
 knows the given safety procedures, if an emergency should occur
Emergency procedures
In case of an emergency, previous trainings in emergency procedures will come in great advance.
Therefore, everyone operating at a given mission are obliged to be aware of their responsibility and given
task if something were to happen.
A full overview of standard emergency procedures during the flight are given in the emergency checklist.
Beyond that there will be held relevant practical training to ensure that the procedures are being
correctly done, which includes practical training in:
 Loss of engine power

 Loss of controls
 Loss of VLOS
 Loss of GPS
 Airspace conflict
 Abort flight
As in the theoretical training program, the new operators will be evaluated by how they respond to these
emergency procedures.
Checking out of the system

Exam flight –
Examinor
Checking out of special mission types
Special maintenance requirements and training for the

company’s operators.
If the company has operations types with special requirements for the pilot or the crew,
these are described here.
Education and training manuals, other relevant material from

the manufacturer(s), checklists for convenient samples, training
profiles, etc. can be added as attachments.
Technical/maintenance
Ver. 1 Rev. 1 Date 31.10.2018 Part E Page 52 Of 59
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Introduction
Quadgroup Technologies utilizes the DJI Matrice 210 drone for all flight operations in this
Operations Manual. The DJI Matrice 210 is a powerful and efficient drone for a multitude of
purposes, including the operations described in this manual.
This chapter introduces maintenance procedures and checklists for the DJI Matrice 210 and its
equipment. The purpose of these procedures is to keep maintaining continuing airworthiness of
the aircrafts within the organization of Quadgroup Technologies. Continuing airworthiness is
achieved by following the procedures for maintenance and utilizing the different maintenance
checklists where they are relevant.
By following these rules, we ensure that Quadgroup Technologies maintains a safe environment
for the operations described in this operation manual and that the proper documentation is
created to ensure that the employees of Quadgroup Technologies abides by the rules within this
document.
Contents of this maintenance program
The maintenance program in this operations manual is designed to ensure safe flight and continuing
airworthiness on all aircrafts owned by Quadgroup Inc. This maintenance program builds on the
manufacturers (DJI) recommendations as a base, but also incorporates more specific technical
instructions for preventive maintenance.
Revisions in the maintenance program:

Revisions in this maintenance program are documented in section 2.7 of this maintenance program. This
maintenance program aims to ensure continuing airworthiness for the system(s) operated by Quadgroup
Technologies Inc. In order to ensure airworthiness, revisions in this maintenance program will be
prompted upon discovery of any condition that can help achieve the goal of continuing airworthiness.
Responsibility of the signer for airworthiness:

Before an aircraft can be used in an operation it needs to be signed off as an airworthy system. Only a
technician that has underwent the proper training procedures can sign an aircraft into airworthiness.
An aircraft can only be used if it is designated as airworthy. In addition, all aircrafts need to pass a
preflight checklist before being used in any operation. The PIC of an operation assesses if the aircraft
passes preflight checklist only if the aircraft has already been designated airworthy by a certified
technician. All personnel need to undergo the required training to be able to correctly and accurately
assess whether the aircraft passes the preflight checklist.
To sign an aircraft as airworthy a certified technician needs to verify the integrity and operation of all
critical components (2.6). This is achieved by performing the routine maintenance checklist after each
operational flight.
All maintenance operations are documented within the UAV System Maintenance Logbook. This list shall
be checked and approved by a certified technician before each flight to make sure there are no severe
entries that can jeopardize airworthiness. Should there be any doubt as to the aircrafts ability to operate
safely, the aircraft shall be taken out of service.
Testing and modifications:
All testing shall take place in a secure environment with no interference and in according to the Testing
Maintenance Checklist. After all repairs or replacements according to the Repair Maintenance Checklist, a
certified technician shall also perform the Testing Maintenance Checklist.
No aircraft return to operations after a repair without performing the Testing Maintenance Checklist. The
checklist itself is a broad and general list designed to test the affected as well as the unaffected
components to ensure that no other faults have appeared during the repair.
Quadgroup Technologies Inc. will not perform any modifications on the DJI Matrice 210 apart from
recommended and mandatory service bulletins issued by the manufacturer of the aircrafts described in
this operation manual. A list of service bulletins and their implementation dates are available in ET SÅNT
VEDLEGG
Logging of flight time, errors, and defects.

Flight hours for a system is logged after each flight in the UAV System Logbook. The UAV System Logbook
(hereby referred to as USL) provides a complete overview of takeoff time, landing time, time and actual
flight time for each system. If a fault is detected during a flight, the proper action should be taken to
ensure safety. If no action is required, the fault should still be logged as it is up to the Technical Manager
to consider airworthiness. All faults, errors and defects shall be logged in the UAV System Maintenance
Logbook (USML). A certified technician can review the USL as well as the USML determine if the aircraft
can be airworthy with the given conditions.
When a page of the USML is full, it is replaced by a new one. All logged faults from the previous page are
transferred to the new page. All existing faults shall be entered into the USMLs digital format before
printing the replacement page. All pages from the USML shall be logged for at least five years after all
conditions logged on the page has been resolved. There is no upper limit for storage.
All aircrafts have a binder to store their respective USL pages. When a page is filled out, the number of
flight hours are transferred to the new page. The old page is then removed and placed into the binder for
storage. USL pages are stored for at least five years. There is no upper limit for storage.
The description of maintenance:

The table below outlines all maintenance checklists utilized for aircraft maintenance purposes.
Checklist name Purpose Performed when Performed by

Routine To detect all faults before Performed after the last flight Certified
Maintenance they develop into an incident of the day on all aircrafts used Technician,
Checklist Authorized
personnel
Troubleshooting To pinpoint one or more Performed if PIC logs an error Certified
Maintenance faulty systems in order to in the USML Technician
Checklist isolate the error
Repair To repair or replace the Performed after Certified
Maintenance components affected by a troubleshooting maintenance Technician
Checklist fault checklist to correct any fault
detected
Testing To verify the integrity of all Performed to verify the Certified
Maintenance systems and ensure that all integrify of all systems after a Technician
Checklist faults have been eliminated repair checklist has been
perfomed
2.5.1 Routine maintenance check

The routine maintenance check is performed after each day of flying and affects all aircrafts used. The
routine maintenance check utilized the Routine Maintenance Checklist. Its purpose is to ensure the
aircrafts continuing airworthiness by uncovering conditions before they develop into faults that could
affect flight safety.
2.5.2 Testing maintenance check

The testing maintenance check is performed if a condition is uncovered by a routine maintenance check
and utilizes the testing maintenance checklist. It can also be triggered if the pilot suspects that there is a
fault in a system. The pilot must sign the condition into the maintenance logbook for review by a certified
technician. The technician must then review the maintenance logbook and decide if the aircraft is
airworthy or in need of testing, repairs or troubleshooting. The main purpose of the testing maintenance
check is to verify the integrity of each system if there is a suspected fault. It is also performed after all
repair procedures.
2.5.3 Troubleshooting maintenance check

The troubleshooting maintenance test is like the testing maintenance checklist, but its purpose is more
general. The troubleshooting maintenance check shall be performed if there is a suspected error that is
not pinpointed to a source. The troubleshooting check is performed only when the certified technician
finds it necessary.
2.5.4 Repair maintenance check

The repair maintenance check handles all repair of the aircraft and its system. The repair maintenance
checklist describes the maintenance points that can be performed locally and the maintenance points
that must be performed by the manufacturer, DJI. A certified technician can perform repair(replace) of
propellers and battery maintenance. Battery maintenance is described within its own checklist. All other
maintenance tasks related to critical systems must be performed by the manufacturer DJI or a workshop
certified by DJI.
Critical components maintenance periods:
Service
Critical component
Flight hours Number of takeoffs
Motors 50 350
Propellers 50 350
Flight Controller 50 350
ESC 50 350
Quadgroup Technologies Inc. has assessed the maintenance situation of the DJI Matrice 210 and
concluded that the manufacturer shall be responsible for maintenance of all critical components apart
from propellers. DJI recommends a 50-hour service interval for the DJI Matrice 210. In addition to this,
Quadgroup Technologies Inc. have implemented a maximum of 350 takeoffs before service.
All systems shall be sent to DJI for service when they reach the intervals set for service. The drone shall be
sent if number of takeoffs reaches a total of 350 OR if the number of flight hours reaches a total of 50
hours.
DJI as the manufacturer and maintenance party responsible for all critical components also inherit the
responsibility to test the functionality of all critical components after service. Additionally, Quadgroup
Technologies Inc. shall utilize the internal procedures for testing all systems after an external service to
verify the integrity of the aircraft systems after service/overhaul.
Revision:
Revisions to this maintenance program are listed in the table below with the corresponding date and all
affected sections of the maintenance program.
Name Reason for Sections Date Introduced by

revision affected
Quadgroup Technologies Inc. continuously search for new ways to improve the safety of all operations. If
at any point there is found a possible improvement it should be implemented into the maintenance
program
Service bulletins from manufacturer:

Service bulletins are informational/recommended/mandatory procedures for modification or other
service announcements of importance for operation of the system and the maintenance program of said
system. Service Bulletins are listed in ET ELLER ANNET VEDLEGG. A copy of the service bulletin form can
be found below this paragraph.
Service Bulletin Name Effect How to perform Date issued Date implemented Performed by
DJI Matrice 210

This section describes and explains all technical conditions and maintenance for the DJI Matrice 210
system.
General information
I. This chapter describes the maintenance and repair aspect of the DJI Matrice 210 system and it’s
supporting equipment. Quadgroup Technologies utilizes the DJI Matrice 210 in all quadcopter
operations described within this manual. This section describes the DJI Matrice 210 and all the
supporting equipment in reference to the maintenance and service aspects of the system.
II. DJI (Da-Jiang Innovations) is the distributor and manufacturer of the DJI Matrice 210. To achieve
continuing airworthiness, DJI as a manufacturer recommends using their pre and post flight
checklists designed for the DJI Matrice 210. Quadgroup Technologies has developed more
advanced checklists using their pre and post flight checklist as a base to build checklists that
better reflect the usage and safety requirements set in this operation manual. Checklists
produced by Quadgroup Technologies are attached as separate documents to this operation
manual.
III. Example: Given the condition that a motor must be replaced. This repair will be triggered by
either a pre/post flight inspection or by a troubleshooting checklist. Note that a troubleshooting
checklist is performed only if a certified technician evaluates the aircrafts USML and finds it
necessary to perform a troubleshooting checklist to maintain airworthiness. Entries into the USML
are logged by either the pilot or PIC. When the repair has been performed in accordance with the
repair checklist, the aircraft shall be subject to a testing maintenance checklist before it can be
cleared for operational flight. The testing checklist considers that other faults may have been
inadvertently been created during the repair process and must be performed in its entirety. After
the aircraft has cleared the testing checklist it can be signed into operational flight by a certified
technician if and only if the USML entries poses no significant threat to airworthiness.
IV. This section describes all technical components, their function within the system and their service
interval if applicable.
1) DJI Cendence Controller: The manual control radio for the DJI Matrice 210. To be used in case
of emergency to transfer manual controls to PIC to perform emergency procedures. Can also
be used for other purposes when the situation requires it.
2) DJI Intelligent Flight batteries: Intelligent LiPo batteries. Two different varieties, TB50 and
TB55, where TB55 is the “heavy duty” version. Battery maintenance procedures are described
in ET ELLER ANNET VEDLEGG
3) Engines for DJI Matrice 210. Serviced by DJI every 50 flight hours/every 350 takeoffs. Provides
the system with the necessary lift to perform sustainable flight with the given payload.
4) Propellers: DJI Propellers designed for the DJI Matrice 210. Can be replaced by a certified
technician.
5) Camera/Gimbal assembly: Quadgroup Technologies Inc utilizes an extra camera with a gimbal
assembly to correctly assess the position of the drone when assuming manual control of the
drone.
6) Software, GS Pro: To maintain a precise hover above the operational area, Quadgroup
Technologies Inc utilized the GS Pro software to program the missions described in this OM.
7) Return to Home: Return to home function not to be used during the missions described in this
OM.
V. Checklists are described in section 2.5. The checklists are developed to ensure continuing
airworthiness and maintain a viable procedure for logging of flight hours, faults, incidents,
maintenance operations and service bulletins.
Attachments
All attachments are organized and listed here and should be marked according to the list
below:
2. Organization and personnel overview

3. The company’s aircrafts and registration/labeling
4. Other

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RPAS Operations manual for

Ver. 1 Rev. 1 Date 31.10.2018 QaudGroup Page 1 Of 59

The operations manual must adequately describe:

All relevant personnel should be able to easily and precisely

Ver. 1 Rev. 1 Date 31.10.2018 QaudGroup Page 2 Of 59

Submit the complete application with its attachment(s) to postmottak@caa.no.

a. Description of the company’s organizational structure,

i. Description of compensatory measures (with an

Ver. 1 Rev. 1 Date 31.10.2018 QaudGroup Page 3 Of 59

distances, will be able to be observed. (This is very important in the

Other relevant attachments.

Short description of the contents of the operations manual

Ver. 1 Rev. 1 Date 31.10.2018 QaudGroup Page 4 Of 59

a. Part A: General: Description of the company’s history and general

Ver. 1 Rev. 1 Date 31.10.2018 QaudGroup Page 5 Of 59

RPAS Operations manual for

Ver. 1 Rev. 1 Date 31.10.2018 Part A Page 6 Of 59

Ver. 1 Rev. 1 Date 31.10.2018 Part A Page 7 Of 59

Ver. 1 Rev. 1 Date 31.10.2018 Part A Page 8 Of 59

Revision list .................................................................................................................................... 12

Marking of special moments ......................................................................................................... 14

Head of flight operations............................................................................................................... 15

Technical manager ........................................................................................................................ 15

Quality control manager ............................................................................................................... 16

The company’s approved types of operations .............................................................................. 16

Areas the quality control system should cover ............................................................................. 18

The company’s long-term objective .............................................................................................. 18

Service and rest time ..................................................................................................................... 18

Routine for approval/acceptance of the task........................................................................ 19

General weather information.................................................................................................... 19

Ver. 1 Rev. 1 Date 31.10.2018 Part A Page 9 Of 59

Operations area consistency ..................................................................................................... 20

Operations in the vicinity of airports ............................................................................................ 21

Procedures after Flying.................................................................................................................. 26

Accidents, mishaps and occurrences............................................................................................. 28

Action instructions for accidents, mishaps and occurrences ........................................................ 28

Documentation routines ........................................................................................................... 28

Reporting procedures after accidents, mishaps and occurrences ............................................ 29

Operations types ....................................................................................................................... 29

Approved types of missions .................................................................................................................. 35

SOP for VLOS operations ....................................................................................................................... 35

Air Quality Measuring .................................................................................................................... 35

Ver. 1 Rev. 1 Date 31.10.2018 Part A Page 10 Of 59

Mission preparations ............................................................................................................. 36

Mission acceptance form (MAF) ........................................................................................... 37

Before flight ........................................................................................................................... 38

During flight ......................................................................................................................... 38

After Mission ........................................................................................................................ 40

ATC communication .............................................................................................................. 41

Ground crew communications .............................................................................................. 41

About our training and maintenance of expertise ................................................................................ 44

Procedures for maintenance of certificates/skills ................................................................................. 44

General information ...................................................................................................................... 48

Ver. 1 Rev. 1 Date 31.10.2018 Part A Page 11 Of 59

Introduction .......................................................................................... Error! Bookmark not defined.

The maintenance program’s contents ................................................. Error! Bookmark not defined.

Revisions in the maintenance program: ....................................... Error! Bookmark not defined.

General information ..................................................................... Error! Bookmark not defined.

Responsibility for maintenance and revisions