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Annex A to AMC1 Article 11

Available versions for ERULES-1963177438-24087

ED Decision 2025/018/R found in: Unmanned Aircraft Systems (Jun 2026)

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##### Annex A to AMC1 Article 11

*ED Decision 2025/018/R*

**GUIDELINES
ON COLLECTING AND PRESENTING INFORMATION ON SYSTEMS AND OPERATIONS
REGARDING UAS OPERATIONS CONDUCTED IN THE ‘SPECIFIC’ CATEGORY**

The purpose of this Annex is to provide guidance to UAS operators for
collecting and presenting evidence and data required when compiling
an application to obtain operational authorisation for UAS operations
in the ‘specific’ category.

This document does not replace civil regulations but provides
recommendations and guidance as to how UAS operators can comply with
those regulations using the SORA process.

This document is composed of the following five chapters:

—
**A.1:
Key principles for completing the application documents for UAS
operations to be conducted in the ‘specific’ category**

It explains the different documents and how to use them to compile an
application.

—
**A.2:
SORA risk assessment template**

It is intended to support UAS operators in compiling all the
information necessary to perform a risk assessment.

—
**A.3:
Structure of the operations manual**

It provides an operations manual model structure for UAS operators to
follow in order to present their operations manual in an appropriate
manner.

—
**A.4:
Compliance matrix**

It provides a template for UAS operators on how to present the
reference between the SORA-driven requirements and the operations
manual.

—
**A.5:
How to document and present a flight area**

It contains guidance for UAS operators on how to create and include a
flight area into the operations manual.

**A.1
Key principles for completing the application documents for UAS
operations to be conducted in the ‘specific’ category**

**How does an application generally work?**

The operations manual serves as the basis for an operational
authorisation for UAS operations to be conducted in the ‘specific’
category. When the competent authority issues the operational
authorisation, it accepts the related operations manual.

**General workflow**

Before starting collecting information and describing procedures, the
UAS operator should outline a preliminary operational concept (refer
to Section S.4.1 of this AMC). This preliminary operational concept
ensures that the UAS operator can effectively explore all available
options, and select the most suitable approach for its specific
needs.

Key considerations for this initial plan include the following:

—
the intended flight location(s);

—
the maximum operational flight altitude and speed;

—
the flight mode: either VLOS or BVLOS with or without AOs;

—
the type of UAS to be used;

—
environmental limitations (time of day, weather).

In the next step, the UAS operator assesses the risk for the
operation and develops a high-level overview of the SORA
requirements. For this, the UAS operator should apply the
requirements of Section A.2 and follow each step of the SORA process.

When SORA phase 1 (see Figure A.1) is completed, it is considered
best practice for a UAS operator to liaise with the competent
authority before moving to the data collection and procedure
description (refer to Section S.3.3 of this AMC) to share its
preliminary operational information and initial risk assessment. The
competent authority and the UAS operator evaluate the alignment of
the risk assessment with the operational information and check the
correct application of the SORA steps. The competent authority may
provide feedback to the UAS operator on its expectations on how to
achieve an operational authorisation considering the resulting SAIL.

Once the risk assessment (i.e. the outcome of SORA Phase 1) has been
validated and the UAS operator has secured confirmation from the
competent authority, the next step involves identifying the specific
requirements that arise from the risk assessment (i.e. conduct SORA
phase 2 and develop the evidence in support of compliance with the
applicable OSOs, mitigations and containment). Following this
identification, the UAS operator should then collect the relevant
evidence and information, as well as describe the procedures that
will be implemented. The UAS operator should ensure that all
integrity and corresponding assurance requirements are met. These can
be found in Annexes [B](#_DxCrossRefBm1295819073)
to [E](#_DxCrossRefBm1295819071)
to this AMC. It is recommended to use the operations manual structure
provided in Chapter A.3 for this purpose.

The UAS operator should use the template provided in Chapter A.4
(Compliance matrix) once all procedures are described and evidence is
collected. This is done by providing the corresponding reference to
the integrity and/or assurance evidence for each requirement. This
document serves as a checklist for the UAS operator to review before
submitting an application. The competent authority may use this
document as a reference to assist the review process.

The competent authority reviews the application in accordance with
the requirements arising from the risk assessment and the respective
SAIL. In this process, the implementation of all technical and
operational requirements is checked based on the descriptions in the
operations manual, or other associated documents as required. The
competent authority has the option to request the UAS operator to
revise the documents and resubmit them, or ask for additional
supporting documentation.

For the UAS operator to address the additional requests effectively,
the competent authority may also provide guidance on how the UAS
operator can proceed to close any outstanding issues.

Figure A.1 graphically depicts the process described above and thus
serves as an additional illustration of the general workflow.

![](/static/files/file_RLF4ozmpQHW/image011.png)

**Figure A.1 — Recommended level of detail and use of supporting
documents and references**

The operations manual and its associated annexes should enable the
UAS operator to describe how to conduct the operation safely for the
benefit of its staff. It should include the identification of the
flight area, all normal, contingency and emergency procedures and
additional information derived by the compliance with the required
OSOs, mitigations and containment requirements.

Supporting documents serving as evidence for the compliance with the
required OSOs, mitigations and containment requirements may be
referenced in the operations manual and can be linked in the
compliance matrix (see Section A4) and be included in a separate
document. Evidence developed in support of requirements having a low
level of robustness (related to the OSOs, based on the SAIL of the
operation or to the level of mitigation and or to the containment
chosen by the UAS operator) may be kept internal to the UAS
operator’s organisation. The same applies in case the level of
robustness of the requirements is medium and the UAS operators
decided to use AMC published by EASA. The competent authority may
require those evidence during the oversight audit or anytime. In case
the level of robustness of the requirements is high or it is medium
and the UAS operators decided not to use AMC published by EASA, then
the evidence should be provided with the application of the
operational authorisation.

The competent authority may request further documents if considered
necessary by the competent for the given operation.

**Document set-up for additional flight areas, UAS or UAS operations**

When a UAS operator seeks to expand its approved operations manual(s)
to include a new flight area, a UAS or a UAS operation, the primary
question is whether the underlying risk assessment covers these
additions. If it does, the new information can be incorporated into
existing parts (see Chapter A.3 of this Annex — Part A to T) of the
operations manual(s). Otherwise, it is considered best practice to
establish new parts for such information.

When dealing with complex UAS operations (e.g. multiple types of UAS
operations and multiple UAS employed), the UAS operator may find it
useful to use a different structure of the operations manual compared
to that proposed by this Annex. In this case, it is recommended to
discuss the proposed manual’s structure with the competent
authority to ensure it meets both national and industry standards.

Operation-specific details should typically be organised into
separate parts for clarity during approval and ease of use.
Conversely, general or related information can be consolidated into a
common segment. An example would be adding an additional UAS with the
same characteristic dimensions, but a different set of procedures.
This could be added to existing Part B; for illustration purposes,
see Figure A.2.

![](/static/files/file_RLF4ozmpQHW/image012.png)

**Figure
A.2 — Common scenarios and how they may impact the operations
manual**

**A.2
SORA risk assessment template**

**Introduction**

This chapter serves as a guide to assist UAS operators in compiling
all the necessary information for conducting a risk assessment. UAS
operators should submit an application for an operational
authorisation using the form provided in [AMC1
UAS.SPEC.030(2)](#_DxCrossRefBm1295819087). By providing this questionnaire-style
template for documenting the risk assessment, UAS operators are
encouraged to focus on the essential information required and to
avoid unnecessary lengthy explanations about their operational
procedures.

The ‘remarks’ section is optional and is designed for UAS
operators to provide additional information when needed, helping to
prevent misunderstandings. At this stage, no evidence is required as
the requirements are determined by the risk analysis process.

Once the application form is completed, both the UAS operator and the
competent authority will have all the necessary information to
complete Phase 1 assessment (for reference, see Figure A.1). Note
that for Phase 1 the fields 2.9 (OM references) and 2.10 (compliance
evidence file reference) of the application form ([AMC1
UAS.SPEC.030(2)](#_DxCrossRefBm1295819087)) may not be filled in yet.

In situations involving the use of multiple UA or flight areas with
varying ground or air risk classes, it is advisable to consult with
the competent authority. This practice helps ensuring alignment with
competent authority expectations and adherence to national standards.
In certain cases, it may be possible to include multiple UA or flight
areas into one form.

Evidence should not be included in the application form. Instead, it
should be incorporated into the operations manual (Chapter A.3
‘Structure of the operations manual’) and referenced in the CSP
(Chapter A.4 ‘Compliance matrix’).

**A.3
Structure of the operations manual**

**Introduction**

The intention of this chapter is to provide a standardised framework
for documenting essential information that relates to a specific
operation. It serves only as an example structure for UAS operators
to create a comprehensive document that outlines the procedures and
relevant details necessary for the safe and efficient execution of a
UAS operation[[50]](#_ftn50).

In the example structure, the operations manual is divided into
logical subject parts, which in turn offer a structure as regards
where to include specific topics that are crucial for creating a
standardised manual for the safe operation of UAS.

While the structure is not inherently mandatory, the topics it
contains should be incorporated into the operations manual as needed
for the specific operation(s) to provide the relevant information and
evidence required for the safe operation of UAS. It is advisable to
adhere to the provided structure, as it aligns with the expectations
and practices of most competent authorities. An example of an
operations manual may be found on the EASA website[[51]](#_ftn51).

In general, any information that does not have direct operational
relevance to the UAS operator or its staff should be placed in the
relevant annex to ensure the document remains concise and
reader-friendly.

The main purpose of this structure is the following:

1. **Standardisation:** It ensures that all critical aspects of
the UAS operation are documented consistently, following applicable
industry standards and regulations, and best practices.

2. **Compliance:** It helps operators meet regulatory requirements
by specifying the information and procedures needed to obtain
necessary approvals and certification.

3. **Clarity:** It provides a clear and organised structure for
conveying operational procedures, safety protocols and other
essential information, thus reducing the risk of misunderstandings
and errors.

4. **Safety:** It emphasises safety measures, emergency procedures
and risk-mitigation strategies to enhance the overall safety during
the operation.

5. **Efficiency:** It streamlines the process of creating an
operations manual by providing predefined sections and guidelines,
helping UAS operators save time and effort.

6. **Consistency:** It ensures that all UAS operators that are
involved in the operation of the same UAS type follow the same
documented procedures, promoting uniformity and reducing the
potential for confusion.

7. **Reference:** It serves as a valuable reference document for
UAS operators, remote crew members, competent authorities and other
stakeholders involved in, or overseeing, the UAS operation.

8. **Documentation:** It aids in the systematic recording of
operational details, making it easier to track changes, updates, and
compliance with evolving regulatory requirements.

**Recommended structure for the operations manual**

Cover page

Document control

Other applicable documents

Purpose and scope of this document

List of contents

List of definitions and abbreviations

1 Part A — General Part

1.1 Opening statement

1.2 Security and privacy statement

1.3 Environmental statement

1.4 The operating organisation

1.4.1 Structure / organisation chart

1.4.2 Duties and responsibilities of the personal

1.5 Change management

1.6 Retention periods

1.7 Document control

1.8 Requirements and qualifications for personnel

1.8.1 Remote pilot

1.8.2 Maintenance personnel

1.8.3 Ground staff

1.8.4 Training, examination and supervision personnel

1.9 Crew member is ‘fit for the operation’

1.9.1 Preventive health care

1.9.2 Duty hours and rest periods

2 Procedures (Part B)

2.1 Multi-crew coordination

2.2 Flight planning

2.2.1 Use of up-to-date information

2.2.2 Geographical zones

2.3 External services and systems

2.3.1 Services

2.3.2 Systems

2.4 Procedures for obtaining information about and evaluating weather
conditions

2.5 Procedures for responding to unexpected adverse weather
conditions

2.6 Procedures for tactical mitigation performance requirements
(TMPRs)

2.7 Occurrence reporting

2.7.1 What must be reported?

2.7.2 Who must report?

2.7.3 What must be observed after reporting?

2.8 Procedures specifically for UAS 1

2.8.1 Normal procedures

2.8.2 Contingency procedures

2.8.3 Emergency procedures

2.9 Procedures specifically for UAS 2

2.9.1 Normal procedures

2.9.2 Contingency procedures

2.9.3 Emergency procedures

3 Part C — Flight areas

3.1 General operational limitations

3.1.1 Environmental conditions

3.1.2 Technical operational limitations

3.2 Flight area 1

3.2.1 Description

3.2.2 Calculation of the contingency volume (CV) / ground risk buffer
(GRB)

3.2.3 Specific procedures for flight area 1

3.2.4 Emergency response plan (ERP) — Local information

3.3 Flight area 2

3.3.1 Description

3.3.2 Calculation of the contingency volume (CV) / ground risk buffer
(GRB)

3.3.3 Specific procedures for flight are 2

3.3.4 Emergency response plan (ERP) — Local information

3.4 Flight area 3

3.4.1 Description

3.4.2 Calculation of the contingency volume (CV) / ground risk buffer
(GRB)

3.4.3 Specific procedures for flight area 3

3.4.4 Emergency response plan (ERP) — Local information

4 Part D — Training

5 Part E — Emergency response plan (ERP)

5.1 General

5.2 Creation of the ERP

5.3 ERP template

5.4 Preparation and briefing

5.5 Reporting procedures and obligations after an emergency

6 Part T — Technical part of the UAS

6.1 UAS 1 [Model/Type]

6.1.1 Description

6.1.2 Image/graphic

6.1.3 C3 link

6.1.4 Parachute (M2)

6.1.5 TMPRs

6.1.6 Containment

6.1.7 Human–machine interface (HMI)

6.1.8 Payload

6.1.9 Automatic protection of the flight envelope

6.1.10 Designed and qualified to operate in adverse environmental
conditions

6.2 UAS 2 [Model/Type]

6.2.1 Description

6.2.2 Image/graphic

6.2.3 C3 link

6.2.4 Parachute (M2)

6.2.5 TMPRs

6.2.6 Containment

6.2.7 Human–machine interface (HMI)

6.2.8 Payload

6.2.9 Automatic protection of the flight envelope

6.2.10 Designed and qualified to operate in adverse environmental
conditions

7 Part M — Maintenance

7.1 General

7.2 Software updates

7.3 Maintenance of UAS 1 [Model/Type]

7.4 Maintenance of UAS 2 [Model/Type]

8 Annex

8.1 Evidence

8.1.1 Organisational evidence

8.1.1.1 Organisational operating certificate

8.1.1.2 Maintenance programme / organisation certificate

8.1.2 Operational evidence

8.1.2.1 Operational agreements (e.g. with ATC)

8.1.2.2 M1

8.1.2.3 Flight tests

8.1.2.4 Performance of external services and systems

8.1.3 Technical evidence

8.1.3.1 Design (DVR, TC)

8.1.3.2 M2

8.1.3.3 Manufacturer competence

8.2 Printed forms

8.2.1 List of maintenance personnel

8.2.2 List of personnel authorised to conduct pre-flight and
post-flight inspections

8.2.3 List of the training/experience level of personnel

8.2.4 List of authorised remote pilots

8.2.5 List of personnel trained in the emergency response plan (ERP)

8.2.6 Operator flight logbook

8.2.7 Technical logbook

8.3 Checklists

8.3.1 ERP template

8.3.2 Pre-flight inspection — Checklist

8.3.3 Post-flight inspection — Checklist

8.4 Manuals

8.4.1 Maintenance manual for UAS 1

8.4.2 Maintenance manual for UAS 1

**Reference table for the requirements** **specified in the
annexes to AMC1 (SORA)**

The following table offers a comprehensive overview of the suitable
locations within the operations manual where the requirements
specified in the annexes to AMC1 (SORA) can be sensibly incorporated.

<table cellpadding="5" cellspacing="0">
<col/>
<col/>
<col/>
<col/>
<tr>
<td bgcolor="#d9d9d9">
OSOs
			↓
</td>
<td bgcolor="#d9d9d9">
Integrity
			(I) /
Assurance
			(A)
</td>
<td bgcolor="#d9d9d9">
Criterion
</td>
<td bgcolor="#d9d9d9">
OM
</td>
</tr>
<tr>
<td bgcolor="#dbe5f1" rowspan="2">
OSO
			#01
</td>
<td bgcolor="#ffffff">
I
</td>
<td bgcolor="#ffffff">
—
</td>
<td bgcolor="#ffffff">
Part
			A
Part
			D
</td>
</tr>
<tr>
<td bgcolor="#ffffff">
A
</td>
<td bgcolor="#ffffff">
—
</td>
<td bgcolor="#ffffff">
Annex
			8.1.1.1
</td>
</tr>
<tr>
<td bgcolor="#dbe5f1" rowspan="2">
OSO
			#02
</td>
<td bgcolor="#ffffff">
I
</td>
<td bgcolor="#ffffff">
—
</td>
<td bgcolor="#ffffff">
Part
			T
</td>
</tr>
<tr>
<td bgcolor="#ffffff">
A
</td>
<td bgcolor="#ffffff">
—
</td>
<td bgcolor="#ffffff">
 Annex
			8.1.3.3
</td>
</tr>
<tr>
<td bgcolor="#dbe5f1" rowspan="4">
OSO
			#03
</td>
<td bgcolor="#ffffff">
I
</td>
<td bgcolor="#ffffff">
—
</td>
<td bgcolor="#ffffff">
Part
			M Chapter 7.1
Annex
			8.1.1.2
</td>
</tr>
<tr>
<td bgcolor="#ffffff" rowspan="3">
A
</td>
<td bgcolor="#ffffff">
#1
</td>
<td bgcolor="#ffffff">
Part
			A Chapter 1.7
Annex
			8.1.1.2
</td>
</tr>
<tr>
<td bgcolor="#ffffff">
#2
</td>
<td bgcolor="#ffffff">
Part
			A Chapter 1.7
Annex
			8.1.1.2
</td>
</tr>
<tr>
<td bgcolor="#ffffff">
#3
</td>
<td bgcolor="#ffffff">
Part
			A Chapter 1.6

Part
			A Chapter 1.7
Annex
			8.1.1.2
</td>
</tr>
<tr>
<td bgcolor="#dbe5f1" rowspan="2">
OSO
			#04
</td>
<td bgcolor="#ffffff">
I
</td>
<td bgcolor="#ffffff">
—
</td>
<td bgcolor="#ffffff">
Part
			T
</td>
</tr>
<tr>
<td bgcolor="#ffffff">
A
</td>
<td bgcolor="#ffffff">
—
</td>
<td bgcolor="#ffffff">
 Annex
			8.1.3.1
</td>
</tr>
<tr>
<td bgcolor="#dbe5f1" rowspan="2">
OSO
			#05
</td>
<td bgcolor="#ffffff">
I
</td>
<td bgcolor="#ffffff">
—
</td>
<td bgcolor="#ffffff">
Part
			T
</td>
</tr>
<tr>
<td bgcolor="#ffffff">
A
</td>
<td bgcolor="#ffffff">
—
</td>
<td bgcolor="#ffffff">
 Annex
			8.1.3.1
</td>
</tr>
<tr>
<td bgcolor="#dbe5f1" rowspan="2">
OSO
			#06
</td>
<td bgcolor="#ffffff">
I
</td>
<td bgcolor="#ffffff">
—
</td>
<td bgcolor="#ffffff">
Part
			T Chapter 6.1.3
</td>
</tr>
<tr>
<td bgcolor="#ffffff">
A
</td>
<td bgcolor="#ffffff">
—
</td>
<td bgcolor="#ffffff">
 Annex
			8.1.3.1
</td>
</tr>
<tr>
<td bgcolor="#dbe5f1" rowspan="3">
OSO
			#07
</td>
<td bgcolor="#ffffff">
I
</td>
<td bgcolor="#ffffff">
—
</td>
<td bgcolor="#ffffff">
Part
			B Chapter 2.8.1

Part
			D
Annex
			8.2.6
</td>
</tr>
<tr>
<td bgcolor="#ffffff" rowspan="2">
A
</td>
<td bgcolor="#ffffff">
#1
</td>
<td bgcolor="#ffffff">
Part
			A Chapter 1.7
</td>
</tr>
<tr>
<td bgcolor="#ffffff">
#2
</td>
<td bgcolor="#ffffff">
Part
			A Chapter 1.7
</td>
</tr>
<tr>
<td bgcolor="#dbe5f1" rowspan="4">
OSO
			#08 

</td>
<td bgcolor="#ffffff" rowspan="3">
I
</td>
<td bgcolor="#ffffff">
#1
</td>
<td bgcolor="#ffffff">
Part
			B

Part
			D
Annex
			8.3
</td>
</tr>
<tr>
<td bgcolor="#ffffff">
#2
</td>
<td bgcolor="#ffffff">
Part
			B
Part
			D
</td>
</tr>
<tr>
<td bgcolor="#ffffff">
#3
</td>
<td bgcolor="#ffffff">
Part
			E
</td>
</tr>
<tr>
<td bgcolor="#ffffff">
A
</td>
<td bgcolor="#ffffff">
—
</td>
<td bgcolor="#ffffff">
Part
			B

Part
			D

Annex
			8.1.2.3

Part
			E
Annex
			8.3.1
</td>
</tr>
<tr>
<td bgcolor="#dbe5f1" rowspan="2">
OSO
			#09 

</td>
<td bgcolor="#ffffff">
I
</td>
<td bgcolor="#ffffff">
—
</td>
<td bgcolor="#ffffff">
Part
			A Chapter 1.7
</td>
</tr>
<tr>
<td bgcolor="#ffffff">
A
</td>
<td bgcolor="#ffffff">
—
</td>
<td bgcolor="#ffffff">
Part D
</td>
</tr>
<tr>
<td bgcolor="#dbe5f1" rowspan="2">
OSO
			#13
</td>
<td bgcolor="#ffffff">
I
</td>
<td bgcolor="#ffffff">
—
</td>
<td bgcolor="#ffffff">
Part
			B Chapter 2.3
</td>
</tr>
<tr>
<td bgcolor="#ffffff">
A
</td>
<td bgcolor="#ffffff">
—
</td>
<td bgcolor="#ffffff">
Part
			B Chapter 2.3
Annex
			8.1.2.4
</td>
</tr>
<tr>
<td bgcolor="#dbe5f1" rowspan="5">
OSO
			#16
</td>
<td bgcolor="#ffffff" rowspan="2">
I
</td>
<td bgcolor="#ffffff">
#1
</td>
<td bgcolor="#ffffff">
Part
			B Chapter 2.1
</td>
</tr>
<tr>
<td bgcolor="#ffffff">
#2
</td>
<td bgcolor="#ffffff">
Part
			D
</td>
</tr>
<tr>
<td bgcolor="#ffffff" rowspan="3">
A
</td>
<td bgcolor="#ffffff">
#1
</td>
<td bgcolor="#ffffff">
Part
			B Chapter 2.1
Annex
			8.1.2.3
</td>
</tr>
<tr>
<td bgcolor="#ffffff">
#2
</td>
<td bgcolor="#ffffff">
Part
			D
</td>
</tr>
<tr>
<td bgcolor="#ffffff">
#3
</td>
<td bgcolor="#ffffff">
Annex
			8.1.2.4
</td>
</tr>
<tr>
<td bgcolor="#dbe5f1" rowspan="2">
OSO
			#17
</td>
<td bgcolor="#ffffff">
I
</td>
<td bgcolor="#ffffff">
—
</td>
<td bgcolor="#ffffff">
Part
			A Chapter 1.9
</td>
</tr>
<tr>
<td bgcolor="#ffffff">
A
</td>
<td bgcolor="#ffffff">
—
</td>
<td bgcolor="#ffffff">
Part
			A Chapter 1.9
</td>
</tr>
<tr>
<td bgcolor="#dbe5f1" rowspan="2">
OSO
			#18
</td>
<td bgcolor="#ffffff">
I
</td>
<td bgcolor="#ffffff">
—
</td>
<td bgcolor="#ffffff">
Part T
</td>
</tr>
<tr>
<td bgcolor="#ffffff">
A
</td>
<td bgcolor="#ffffff">
—
</td>
<td bgcolor="#ffffff">
Annex
			8.1.3.1
</td>
</tr>
<tr>
<td bgcolor="#dbe5f1" rowspan="2">
OSO
			#19
</td>
<td bgcolor="#ffffff">
I
</td>
<td bgcolor="#ffffff">
—
</td>
<td bgcolor="#ffffff">
Part
			B Chapter 2.8
</td>
</tr>
<tr>
<td bgcolor="#ffffff">
A
</td>
<td bgcolor="#ffffff">
—
</td>
<td bgcolor="#ffffff">
 Annex
			8.1.3.1
</td>
</tr>
<tr>
<td bgcolor="#dbe5f1" rowspan="2">
OSO
			#20
</td>
<td bgcolor="#ffffff">
I
</td>
<td bgcolor="#ffffff">
—
</td>
<td bgcolor="#ffffff">
Part
			T Chapter 6.1.7
</td>
</tr>
<tr>
<td bgcolor="#ffffff">
A
</td>
<td bgcolor="#ffffff">
—
</td>
<td bgcolor="#ffffff">
Annex
			8.1.3.1
</td>
</tr>
<tr>
<td bgcolor="#dbe5f1" rowspan="2">
OSO
			#23
</td>
<td bgcolor="#ffffff">
I
</td>
<td bgcolor="#ffffff">
—
</td>
<td bgcolor="#ffffff">
Part
			B Chapter 2.4

Part
			C Chapter 3.1.1
Part
			D
</td>
</tr>
<tr>
<td bgcolor="#ffffff">
A
</td>
<td bgcolor="#ffffff">
—
</td>
<td bgcolor="#ffffff">
Part
			C Chapter 3.1

Part
			B Chapter 2.4

Annex
			8.1.2.3
Part
			D
</td>
</tr>
<tr>
<td bgcolor="#dbe5f1" rowspan="2">
OSO
			#24
</td>
<td bgcolor="#ffffff">
I
</td>
<td bgcolor="#ffffff">
—
</td>
<td bgcolor="#ffffff">
Part
			T
</td>
</tr>
<tr>
<td bgcolor="#ffffff">
A
</td>
<td bgcolor="#ffffff">
—
</td>
<td bgcolor="#ffffff">
 Annex
			8.1.3.1
</td>
</tr>
<tr>
<td bgcolor="#dbe5f1" rowspan="2">
M1
			

</td>
<td bgcolor="#ffffff">
I
</td>
<td bgcolor="#ffffff">
—
</td>
<td bgcolor="#ffffff">
Part
			C Chapter 3.2.3.2
</td>
</tr>
<tr>
<td bgcolor="#ffffff">
A
</td>
<td bgcolor="#ffffff">
—
</td>
<td bgcolor="#ffffff">
 Annex
			8.1.2.2
</td>
</tr>
<tr>
<td bgcolor="#dbe5f1" rowspan="2">
M2
</td>
<td bgcolor="#ffffff">
I
</td>
<td bgcolor="#ffffff">
—
</td>
<td bgcolor="#ffffff">
Part
			T
</td>
</tr>
<tr>
<td bgcolor="#ffffff">
A
</td>
<td bgcolor="#ffffff">
—
</td>
<td bgcolor="#ffffff">
Annex
			8.1.3.2
</td>
</tr>
<tr>
<td bgcolor="#dbe5f1" rowspan="2">
ARC
			mitigation
</td>
<td bgcolor="#ffffff">
I
</td>
<td bgcolor="#ffffff">
—
</td>
<td bgcolor="#ffffff">
Part
			C Chapter 3.2.3.3
</td>
</tr>
<tr>
<td bgcolor="#ffffff">
A
</td>
<td bgcolor="#ffffff">
—
</td>
<td bgcolor="#ffffff">
Annex
			8.1.2.1 
</td>
</tr>
<tr>
<td bgcolor="#dbe5f1" rowspan="2">
TMPRs
</td>
<td bgcolor="#ffffff">
I
</td>
<td bgcolor="#ffffff">
—
</td>
<td bgcolor="#ffffff">
Part
			B Chapter 2.8.3.4

Part
			B Chapter 2.8.3.5
Part
			T Chapter 6.1.5
</td>
</tr>
<tr>
<td bgcolor="#ffffff">
A
</td>
<td bgcolor="#ffffff">
—
</td>
<td bgcolor="#ffffff">
 Annex
			8.1.3.1
</td>
</tr>
<tr>
<td bgcolor="#dbe5f1" rowspan="2">
Containment
</td>
<td bgcolor="#ffffff">
I
</td>
<td bgcolor="#ffffff">
—
</td>
<td bgcolor="#ffffff">
Part
			T Chapter 6.1.6
</td>
</tr>
<tr>
<td bgcolor="#ffffff">
A
</td>
<td bgcolor="#ffffff">
—
</td>
<td bgcolor="#ffffff">
 Annex
			8.1.3.1
</td>
</tr>
<tr>
<td bgcolor="#dbe5f1" rowspan="2">
Payload
</td>
<td bgcolor="#ffffff">
I
</td>
<td bgcolor="#ffffff">
—
</td>
<td bgcolor="#ffffff">
Part
			T Chapter 6.1.8
</td>
</tr>
<tr>
<td bgcolor="#ffffff">
A
</td>
<td bgcolor="#ffffff">
—
</td>
<td bgcolor="#ffffff">
 Annex
			8.1.3.1
</td>
</tr>
</table>

**A.4
Compliance matrix**

**Introduction**

This chapter provides a template for UAS operators on how to present
the reference between the SORA-driven requirements and the operations
manual from Chapter A.3 of Annex A to this AMC to the competent
authority.

For all the requirements that should be fulfilled in order to conduct
a safe UAS operation, the UAS operator should put the specific
reference into the compliance matrix table where it can be found.

This is not a list of evidence, but the reference where it can be
found.

*Example:*

<table cellpadding="4" cellspacing="0">
<col/>
<col/>
<col/>
<thead>
<tr valign="top">
<td bgcolor="#d9d9d9">
				…
</td>
<td bgcolor="#d9d9d9">
 

</td>
<td bgcolor="#d9d9d9">
 

</td>
</tr>
<tr valign="top">
<td bgcolor="#d9d9d9">
Requirement
</td>
<td bgcolor="#d9d9d9">
Level
				of robustness
</td>
<td bgcolor="#d9d9d9">
Reference
				to documentation
</td>
</tr>
<tr valign="top">
<td bgcolor="#dbe5f1">
OSO
				#08
 

</td>
<td>
				☒ Low

				☐ Medium
☐
				High
</td>
<td>
Document
				name:

 MyOperationsManual.pdf
				 


Chapter
				or page number:

Chapter
				B, pp. 42–47
Chapter
				Annex, p. 815 

</td>
</tr>
<tr valign="top">
<td bgcolor="#dbe5f1">
				…
</td>
<td>
 

</td>
<td>
 

</td>
</tr>
</thead>
</table>

*(The level of robustness in this case is SAIL dependent, and
should be checked accordingly (e.g. ‘low’ for SAIL II.*

<table cellpadding="4" cellspacing="0">
<col/>
<col/>
<col/>
<col/>
<thead>
<tr>
<td bgcolor="#dbe5f1" colspan="4" valign="top">
Compliance
				matrix
</td>
</tr>
<tr valign="top">
<td bgcolor="#dbe5f1">
Requirement
</td>
<td bgcolor="#dbe5f1" colspan="2">
Level
				of robustness
</td>
<td bgcolor="#dbe5f1">
Reference
				to documentation
</td>
</tr>
</thead>
<tbody>
<tr>
<td bgcolor="#d9d9d9" colspan="4" valign="top">
Ground
				risk mitigations
</td>
</tr>
<tr valign="top">
<td bgcolor="#dbe5f1" colspan="2">
M1(A)
				Strategic mitigations 

—
				Sheltering
</td>
<td>
				☐ None

				☐ Low

				☐ Medium
 

</td>
<td>
Document
				name:

_____________________________

Chapter
				or page number:
_____________________________
</td>
</tr>
<tr valign="top">
<td bgcolor="#dbe5f1" colspan="2">
M1(B)
				Strategic mitigations
—
				Operational
				restrictions
</td>
<td>
				☐ None

				☐ Medium
☐
				High
</td>
<td>
Document
				name:

_____________________________

Chapter
				or page number:
_____________________________
</td>
</tr>
<tr valign="top">
<td bgcolor="#dbe5f1" colspan="2">
M1(C)
				Tactical mitigations 

—
				Ground
				observation
</td>
<td>
				☐ None

				☐ Low
 

</td>
<td>
Document
				name:

_____________________________

Chapter
				or page number:
_____________________________
</td>
</tr>
<tr valign="top">
<td bgcolor="#dbe5f1" colspan="2">
M2
				— Effects of UA impact dynamics are reduced
</td>
<td>
				☐ None

				☐ Medium
☐
				High
</td>
<td>
Document
				name:

_____________________________

Chapter
				or page number:
_____________________________
</td>
</tr>
</tbody>
</table>

<table cellpadding="4" cellspacing="0">
<col/>
<col/>
<col/>
<tr>
<td bgcolor="#d9d9d9" colspan="3" valign="top">
Strategic
			air risk mitigations
</td>
</tr>
<tr valign="top">
<td bgcolor="#dbe5f1">
Air
			risk class (ARC) mitigation
</td>
<td>
			☐ ARC-d
			(AEC 1 or 2)  ARC-c

			☐ ARC-d
			(AEC 1 or 2)  ARC-b

			☐ ARC-d
			(AEC 3)  ARC-c

			☐ ARC-d
			(AEC 3)  ARC-b

			☐ ARC-c
			(AEC 4)  ARC-b

			☐ ARC-c
			(AEC 5)  ARC-b

			☐ ARC-c
			(AEC 6,7,8)  ARC-b
☐
			ARC-c
			(AEC 9)  ARC-b
</td>
<td>
Document
			name:

_____________________________

 


Chapter
			or page number:
_____________________________
</td>
</tr>
</table>

<table cellpadding="4" cellspacing="0">
<col/>
<col/>
<col/>
<tr>
<td bgcolor="#d9d9d9" colspan="3" valign="top">
Tactical
			mitigation performance requirements (TMPRs)
</td>
</tr>
<tr valign="top">
<td bgcolor="#dbe5f1">
TMPR
			level
</td>
<td>
			☐ VLOS
			(deconfliction scheme)

			☐ BVLOS

			☐ No
			requirement (ARC-a)

			☐ Low
			requirement (ARC-b)

			☐ Medium
			requirement (ARC-c)
☐
			High
			requirement (ARC-d)
</td>
<td>
Document
			name:

_____________________________

Chapter
			or page number:
_____________________________
</td>
</tr>
<tr>
<td bgcolor="#dbe5f1" rowspan="5">
TMPR
			function
</td>
<td valign="top">
Detect
</td>
<td valign="top">
Document
			name:

_____________________________

Chapter
			or page number:
_____________________________
</td>
</tr>
<tr valign="top">
<td>
Decide
</td>
<td>
Document
			name:

_____________________________

Chapter
			or page number:
_____________________________
</td>
</tr>
<tr valign="top">
<td>
Command
</td>
<td>
Document
			name:

_____________________________

Chapter
			or page number:
_____________________________
</td>
</tr>
<tr valign="top">
<td>
Execute
</td>
<td>
Document
			name:

_____________________________

Chapter
			or page number:
_____________________________
</td>
</tr>
<tr valign="top">
<td>
Feedback
			loop
</td>
<td>
Document
			name:

_____________________________

Chapter
			or page number:
_____________________________
</td>
</tr>
<tr valign="top">
<td bgcolor="#dbe5f1">
TMPR
			robustness
</td>
<td>
TMPR
			integrity and assurance
objectives
</td>
<td>
Document
			name:

_____________________________

Chapter
			or page number:
_____________________________
</td>
</tr>
</table>

<table cellpadding="4" cellspacing="0">
<col/>
<col/>
<col/>
<tr>
<td bgcolor="#d9d9d9" colspan="3" valign="top">
Containment
			requirements
</td>
</tr>
<tr>
<td bgcolor="#dbe5f1" valign="top">
Containment
</td>
<td>
			☐ Low

			☐ Medium

			☐ High
☐
			Tethered
</td>
<td valign="top">
Document
			name:

_____________________________

Chapter
			or page number:
_____________________________
</td>
</tr>
</table>

<table cellpadding="2" cellspacing="0">
<col/>
<col/>
<col/>
<tr>
<td bgcolor="#d9d9d9" colspan="3" valign="top">
Operational
			safety objectives (OSOs)
</td>
</tr>
<tr valign="top">
<td bgcolor="#dbe5f1">
OSO
			#01 


Ensure
			that the UAS operator is a competent and/or proven organisation
 

</td>
<td>
			☐ NR

			☐ Low

			☐ Medium
☐
			High
</td>
<td>
Document
			name:

_____________________________

Chapter
			or page number:
_____________________________
</td>
</tr>
<tr valign="top">
<td bgcolor="#dbe5f1">
OSO
			#02

UAS
			designed and produced by a competent and/or proven organisation
 

</td>
<td>
			☐ NR

			☐ Low

			☐ Medium
☐
			High
</td>
<td>
Document
			name:

_____________________________

Chapter
			or page number:
_____________________________
</td>
</tr>
<tr valign="top">
<td bgcolor="#dbe5f1">
OSO
			#03
Maintenance
			of the UAS 

</td>
<td>
			☐ Low

			☐ Medium
☐
			High
</td>
<td>
Document
			name:

_____________________________

Chapter
			or page number:
_____________________________
</td>
</tr>
<tr valign="top">
<td bgcolor="#dbe5f1">
OSO
			#04

UAS
			components essential for its safe operation are designed to an
			Airworthiness Design Standard (ADS)
 

</td>
<td>
			☐ NR

			☐ Low

			☐ Medium
☐
			High
</td>
<td>
Document
			name:

 


Chapter
			or page number:
_____________________________
</td>
</tr>
<tr valign="top">
<td bgcolor="#dbe5f1">
OSO
			#05
UAS
			is designed considering system safety and reliability
</td>
<td>
			☐ NR

			☐ Low

			☐ Medium
☐
			High
</td>
<td>
Document
			name:

_____________________________

Chapter
			or page number:
_____________________________
</td>
</tr>
<tr valign="top">
<td bgcolor="#dbe5f1">
OSO
			#06
C3
			link characteristics (e.g. performance spectrum use) are
			appropriate for the UAS operation
</td>
<td>
			☐ NR

			☐ Low

			☐ Medium
☐
			High
</td>
<td>
Document
			name:

_____________________________

Chapter
			or page number:
_____________________________
</td>
</tr>
<tr valign="top">
<td bgcolor="#dbe5f1">
OSO
			#07
Conformity
			check of the UAS configuration
</td>
<td>
			☐ Low

			☐ Medium
☐
			High
</td>
<td>
Document
			name:

_____________________________

Chapter
			or page number:
_____________________________
</td>
</tr>
<tr valign="top">
<td bgcolor="#dbe5f1">
OSO
			#08
Operational
			procedures are defined, validated and adhered to
</td>
<td>
			☐ Low

			☐ Medium
☐
			High
</td>
<td>
Document
			name:

_____________________________

Chapter
			or page number:
_____________________________
</td>
</tr>
<tr valign="top">
<td bgcolor="#dbe5f1">
OSO
			#09 

Remote
			crew trained and current
</td>
<td>
			☐ Low

			☐ Medium
☐
			High
</td>
<td>
Document
			name:

_____________________________

Chapter
			or page number:
_____________________________
</td>
</tr>
<tr valign="top">
<td bgcolor="#dbe5f1">
OSO
			#13
External
			services supporting UAS operations are adequate for the UAS
			operation
</td>
<td>
			☐ Low

			☐ Medium
☐
			High
</td>
<td>
Document
			name:

_____________________________

Chapter
			or page number:
_____________________________
</td>
</tr>
<tr valign="top">
<td bgcolor="#dbe5f1">
OSO
			#16
Multi-crew
			coordination 

</td>
<td>
			☐ Low

			☐ Medium
☐
			High
</td>
<td>
Document
			name:

_____________________________

Chapter
			or page number:
_____________________________
</td>
</tr>
<tr valign="top">
<td bgcolor="#dbe5f1">
OSO
			#17
Remote
			crew is fit to operate
</td>
<td>
			☐ Low

			☐ Medium
☐
			High
</td>
<td>
Document
			name:

_____________________________

Chapter
			or page number:
_____________________________
</td>
</tr>
<tr valign="top">
<td bgcolor="#dbe5f1">
OSO
			#18

Automatic
			protection of the flight envelope from human errors
 

</td>
<td>
			☐ NR

			☐ Low

			☐ Medium
☐
			High
</td>
<td>
Document
			name:

_____________________________

Chapter
			or page number:
_____________________________
</td>
</tr>
<tr valign="top">
<td bgcolor="#dbe5f1">
OSO
			#19
Safe
			recovery from human error
</td>
<td>
			☐ NR

			☐ Low

			☐ Medium
☐
			High
</td>
<td>
Document
			name:

_____________________________

Chapter
			or page number:
 

</td>
</tr>
<tr valign="top">
<td bgcolor="#dbe5f1">
OSO
			#20
A
			human factors evaluation has been performed and the human–machine
			interface (HMI) has been found appropriate for the intended UAS
			operation
</td>
<td>
			☐ NR

			☐ Low

			☐ Medium
☐
			High
</td>
<td>
Document
			name:

_____________________________

Chapter
			or page number:
_____________________________
</td>
</tr>
<tr valign="top">
<td bgcolor="#dbe5f1">
OSO
			#23
Environmental
			conditions for safe operations are defined and measurable 

</td>
<td>
			☐ Low

			☐ Medium
☐
			High
</td>
<td>
Document
			name:

_____________________________

Chapter
			or page number:
_____________________________
</td>
</tr>
<tr valign="top">
<td bgcolor="#dbe5f1">
OSO
			#24
The
			UAS is designed and qualified to operate in adverse environmental
			conditions
</td>
<td>
			☐ NR

			☐ Medium
☐
			High
</td>
<td>
Document
			name:

_____________________________

Chapter
			or page number:
_____________________________
</td>
</tr>
</table>

<table cellpadding="2" cellspacing="0">
<col/>
<col/>
<col/>
<tr>
<td bgcolor="#d9d9d9" colspan="3" valign="top">
Confirmation
</td>
</tr>
<tr valign="top">
<td bgcolor="#d9d9d9" colspan="2">
Have
			all safety requirements been described and met?
 

</td>
<td>
			☐Yes
☐No
</td>
</tr>
<tr valign="top">
<td>
Place,
			date
</td>
<td colspan="2">
Name
			and signature
 

</td>
</tr>
</table>

**A.5 How to document and present a flight area**

**Introduction**

This chapter provides guidelines, typically located under Part C
‘Flight areas’ of the operations manual, on how to prepare and
present a flight area. The goal is to present the proposed flight
area in a way that is both straightforward and easy to understand.
This is crucial not only for the competent authority reviewing this
section, but especially for all staff that participate in the flight
operation and consult the operations manual.

It is worth noting that this section is also relevant for operators
that have the privilege to analyse, approve and document flight areas
independently, such as those approved under a generic operational
authorisation.

For better usability, Chapter A.5 is divided into two sections:

—
**Section A.5.1** provides a comprehensive guide on creating a
\*.kml file, which is a file format for displaying information in a
geographic context. It also specifies the basic necessities for the
illustration and delves into the methods of depicting the flight
area, as well as explaining the underlying reasons for these
representations in the operations manual.

—
**Section A.5.2** provides a sample computation for determining
the minimum dimensions of the contingency volume and the ground risk
buffer. These examples are intended solely as illustrative
calculations. For a more in-depth analysis, one may also employ
sophisticated flight-mechanics-based computations. These calculations
can be incorporated into the operations manual annex. UAS operations
covered by standard scenarios (STS) or predefined risk assessments
(PDRAs) should use at least the values defined in the STS or the
PDRA.

While adhering to these guidelines, it is important to cite the
source used for the calculations. If the UAS operator chooses to use
alternative calculations, it is important to provide clear
explanation and supporting documentation that outline the methodology
and its safety assurances.

**A.5.1
Presentation**

The provided graphical representation of the flight area should
contain as a minimum:

—
an area: flight geography in transparent green colour;

—
an area: contingency volume in transparent yellow colour;

—
an area: ground risk buffer in transparent red colour;

—
a position: remote pilots’ position (for VLOS operations);

—
a position: remote pilots’ position and AO position (for BVLOS
operations with AOs);

—
a position: take-off / landing position (optional).

The UAS operator should provide the flight area to the competent
authority when required. This should be in the format of a \*.kml file
or a similar format suitable for visualisation, accompanied by the
operations manual or a referenced document that includes all
pertinent flight area details. There are two methods for delineating
the flight area: ‘inside out’ or ‘reverse’. The choice
between them largely depends on the constraining factor. For many
applications, the ‘inside out’ method will provide the desired
areas based on the specific flight geography.

However, there may be situations where it is preferable to utilise
the maximum available ground risk buffer (e.g. controlled ground) and
then determine the maximum possible flight geography from that. This
is called ‘reverse’ computation of the flight area.

Inside out: Reverse:

![](/static/files/file_RLF4ozmpQHW/image013.png)
![](/static/files/file_RLF4ozmpQHW/image014.png)

**Figure
9 — ‘Inside out’ versus ‘reverse’ computation of the flight
area**

Areas within the flight geography that need to be excluded for any
reason (e.g. higher ground risk) should be addressed in the same way
as to surround them with a contingency volume and a ground risk
buffer.

A screenshot of the flight area, accompanied by a concise
description, all input values, and the calculations for contingency
volume (CV) and ground risk buffer (GRB) should be documented. For
instance, in Part C of the operations manual according to Chapter
A.3.

The content should be presented in a manner that is easily
comprehensible to all parties involved in the operation, enabling
swift access to all pertinent data during routine operations. It is
also crucial for the competent authority to understand the
calculation process. If the derivation of the calculation or the
overall rationale is unusually extensive, it is advisable to relocate
the sections not directly pertinent to daily operations to the
operations manual annex.

*Example:*

Detailed information for each flight area is typically located under
Part C, following the recommended format outlined in Chapter A.3
‘Structure of the operations manual’.

In a structured chapter layout, this may appear as follows:

**3
Part C — Flight Areas**

3.2 Flight area *[**project name**]*

**Description**

The flight area, along with its precise coordinates, is delineated in
the accompanying \*.kml file ‘*[project name.kml]*’.

![](/static/files/file_RLF4ozmpQHW/image015.png)

**Figure
7 — Graphical
representation of a flight area**

The centre of the figure is located at ***[******N53.1234567
E11.1234567******]***.

The remote pilot’s position is located at ***[N53.1434567
E11.1434567]***.

General comment: *[The flight area is an area used for agricultural
purposes, etc.]*

Special procedures/mitigations: *[CTR Clearance for airport XY is
required, as per OM 2.2]*

**Calculation of the contingency volume (CV) and the ground risk
buffer (GRB)**

The CV and the GRB were determined using the formulas described in
paragraph A.5.2 of this annex.

UA characteristics:

—
type: ***[rotary wing without parachute]***;

—
altitude measurement: ***[barometric]***;

—
maximum speed in operation *V*0: ***[10,0 m/s]***;

—
maximum permissible wind speed *V*Wind: ***[3,0 m/s]***;

—
characteristic dimension CD: ***[1,50 m]***;

—
maximum pitch angle Θmax: ***[45°]***.

The following parameters were used:

—
height of the flight geography ***H*****FG**:
***[100,0 m]***;

—
calculation method:***[from inside]***;

—
manoeuvre on entering into the contingency volume (horizontal):
***[stopping]***;

—
manoeuvre on entering the contingency volume (vertical): ***[kinetic
into potential]***;

—
manoeuvre on entering the ground risk buffer: ***[power off]***.

Assumptions:

—
GNSS accuracy ***S*****GNSS**: ***[0,5 m]***;

—
position holding error ***S*****Pos**: ***[3,0 m]***;

—
map error ***S*****K**: ***[1,0 m]***;

—
reaction time ***t*****R**: ***[1,0 s]***;

—
altitude measurement error ***H*****AM**:
***[H******Baro*** ***= 1,0 m]***;

—
additional distance (horizontal) ***S*****Add**:
***[0,0 m]***;

—
additional distance (vertical) ***H*****Add**:
***[0,0 m]***.

Reasons for deviations from the standard values:

—
*S*GNSS (***[0,5 m]*** instead of
***[3,0 m]***): ***[The UA is equipped with …]***;

—
…;

— *H*CM (***[3,0 m]*** instead of
***[5,1 m]***): ***[The assumption based on …]***.

**Results**

Flight altitude:

—
Altitude of the flight geography ***H*****FG**:
***[100,0 m]***.

Contingency volume:

—
Horizontal ***S*****CV**: ***[34,5 m]***;

—
Vertical ***H*****CV**:***[113,1 m]***.

Ground risk buffer:

—
Horizontal ***S*****GRB**: ***[113,8 m]***.

Adjacent ground area:

—
Horizontal **S****AA**:***[5000 m]***.

![](/static/files/file_RLF4ozmpQHW/image016.png)

**Figure
8 — Schematic
representation of the flight geography, the contingency volume and
the ground risk buffer**

**A.5.2 Calculations used in the example case in the paragraph above**

**A.5.2.1 Information required for the calculations**

<table cellpadding="7" cellspacing="0">
<col/>
<col/>
<tr>
<td bgcolor="#dbe5f1">
<img align="absmiddle" name="Object1" src="source-marked.part-0000_html_4bb55653.gif"/>
,
			m/s
</td>
<td>
Maximum
			operational speed that is flown. This corresponds to the
			information in point 3.6 in the operational authorisation
			application form provided in 


<a href="#_DxCrossRefBm1295819087">AMC1
			UAS.SPEC.030(2)</a>.
Note:
			A speed below 3 m/s for multirotor and 1.25<img align="absmiddle" name="Object2" src="source-marked.part-0000_html_6d6f6dea.gif"/>

			for fixed-wing aircraft is not considered realistic.
</td>
</tr>
<tr>
<td bgcolor="#dbe5f1">
CD,
			m
</td>
<td>
For
			the ‘maximum UA characteristic dimension (CD)’, please refer
			to definition I.141 ‘UA characteristic dimensions’ in
			<a href="#_DxCrossRefBm1295819074">Annex
			I</a> to this AMC. Propellers and rotors are part of
			the geometry, whereby their most unfavourable position is
			considered. This corresponds to the information in point 3.4 of
			the operational authorisation application form provided in <a href="#_DxCrossRefBm1295819087">AMC1
			UAS.SPEC.030(2)</a>.
</td>
</tr>
<tr>
<td bgcolor="#dbe5f1">
<img align="absmiddle" name="Object3" src="source-marked.part-0000_html_6556e123.gif"/>
,
			m/s
</td>
<td>
Maximum
			wind speed specified in the operations manual up to which the UA
			may be operated.
</td>
</tr>
<tr>
<td bgcolor="#dbe5f1">
FG
</td>
<td>
Flight
			geography
</td>
</tr>
<tr>
<td bgcolor="#dbe5f1">
CV
</td>
<td>
Contingency
			volume
</td>
</tr>
<tr>
<td bgcolor="#dbe5f1">
GRB
</td>
<td>
Ground
			risk buffer
</td>
</tr>
</table>

**A.5.2.2 Computation of the flight geography**

***Variant 1 (‘inside out’)***

The size of the flight geography usually results from the operator’s
desired flight geography. The contingency volume and the ground risk
buffer just add up to this area.

***Variant 2 (‘reverse’)***

Determination of the maximum flight geography available, e.g. when
operating over a controlled ground area.

In this example (controlled ground), the ground projection of the
flight geography, the contingency volume and the ground risk buffer
should be completely contained in the controlled ground area. A
calculation in reverse is recommended.

The outer limit of the ground risk buffer corresponds to the topology
of the controlled ground area.

In the first step, the horizontal extent (width) of the ground risk
buffer is subtracted from the topology of the controlled ground area.
This gives the boundary between the contingency volume and the ground
risk buffer.

In the second step, the horizontal extent (width) of the contingency
volume is then subtracted from this limit. This results in the
maximum possible expansion of the flight geography as the remaining
area.

Notes on the realistic definition of particularly small flight
geographies:

<table cellpadding="7" cellspacing="0">
<col/>
<col/>
<tr>
<td bgcolor="#dbe5f1">
Flight
			geography (FG) horizontal
</td>
<td>
 

</td>
</tr>
<tr>
<td bgcolor="#dbe5f1">
Width
			of the flight geography: 
			<img align="absmiddle" name="Object4" src="source-marked.part-0000_html_79296ffa.gif"/>

</td>
<td>
<img align="absmiddle" name="Object5" src="source-marked.part-0000_html_4b998125.gif"/>

</td>
</tr>
<tr>
<td bgcolor="#dbe5f1">
Flight
			geography (FG) vertical
</td>
<td>
 

</td>
</tr>
<tr>
<td bgcolor="#dbe5f1">
Height
			of the flight geography: 
			<img align="absmiddle" name="Object6" src="source-marked.part-0000_html_ba9f6eed.gif"/>

</td>
<td>
<img align="absmiddle" name="Object7" src="source-marked.part-0000_html_1d52edfd.gif"/>

</td>
</tr>
<tr>
<td bgcolor="#dbe5f1" colspan="2" valign="top">
Note:
			Values smaller than 
<img align="absmiddle" name="Object8" src="source-marked.part-0000_html_43a26b81.gif"/>

			and 
<img align="absmiddle" name="Object9" src="source-marked.part-0000_html_3e7809ff.gif"/>

			are considered unrealistic, also for automated waypoint flights.
</td>
</tr>
</table>

**A.5.2.3 Computation of the contingency volume**

Notes on the realistic dimensioning of the contingency volume.
Assumptions can be substituted with real values if evidence is
available:

<table cellpadding="7" cellspacing="0">
<col/>
<col/>
<tr>
<td bgcolor="#dbe5f1">
Contingency
			volume horizontal
</td>
<td>
 

</td>
</tr>
<tr>
<td bgcolor="#dbe5f1">
GNSS
			accuracy: 
			<img align="absmiddle" name="Object10" src="source-marked.part-0000_html_c09e317d.gif"/>

</td>
<td>
<img align="absmiddle" name="Object11" src="source-marked.part-0000_html_e6507e37.gif"/>

</td>
</tr>
<tr>
<td bgcolor="#dbe5f1">
Position
			holding error: 
			<img align="absmiddle" name="Object12" src="source-marked.part-0000_html_9a441b6d.gif"/>

</td>
<td>
<img align="absmiddle" name="Object13" src="source-marked.part-0000_html_681df7ef.gif"/>

</td>
</tr>
<tr>
<td bgcolor="#dbe5f1">
Map
			error: 
			<img align="absmiddle" name="Object14" src="source-marked.part-0000_html_3977d600.gif"/>

</td>
<td>
<img align="absmiddle" name="Object15" src="source-marked.part-0000_html_1484c432.gif"/>

</td>
</tr>
<tr>
<td bgcolor="#dbe5f1">
Reaction
			distance: 
			<img align="absmiddle" name="Object16" src="source-marked.part-0000_html_596effd9.gif"/>

</td>
<td>
Manual
			initiation of measures

Reaction
			time: 
			<img align="absmiddle" name="Object17" src="source-marked.part-0000_html_624a3674.gif"/>
,
			with 
			<img align="absmiddle" name="Object18" src="source-marked.part-0000_html_4bb55653.gif"/>

results in

<img align="absmiddle" name="Object19" src="source-marked.part-0000_html_49d21714.gif"/>

Note:
			
<img align="absmiddle" name="Object20" src="source-marked.part-0000_html_3b3ca23c.gif"/>

			may also be smaller in fully automatic systems (e.g. geofence).
</td>
</tr>
<tr>
<td bgcolor="#dbe5f1">
Contingency
			manoeuvres: 
			<img align="absmiddle" name="Object21" src="source-marked.part-0000_html_9ea562dc.gif"/>

</td>
<td>
Multirotor
			— stopping

Based
			on 
			<img align="absmiddle" name="Object22" src="source-marked.part-0000_html_3412bcbd.gif"/>

follows for a

thrust
			to weight ratio of at least 2

<img align="absmiddle" name="Object23" src="source-marked.part-0000_html_11a5d20.gif"/>


and
			a maximum pitch angle of less than 45 degrees

<img align="absmiddle" name="Object24" src="source-marked.part-0000_html_5b23cc54.gif"/>


The
			minimum distance for stopping to hovering mode is:

<img align="absmiddle" name="Object25" src="source-marked.part-0000_html_4b0fa3f.gif"/>


Fixed-wing
			aircraft –180° turn:

Assumption:
			roll angle 
			<img align="absmiddle" name="Object26" src="source-marked.part-0000_html_da8a7a43.gif"/>


The
			radius for the turn is:

<img align="absmiddle" name="Object27" src="source-marked.part-0000_html_ab4c18c5.gif"/>

</td>
</tr>
<tr>
<td bgcolor="#dbe5f1">
Alternative
			contingency manoeuvre parachute: 
			<img align="absmiddle" name="Object28" src="source-marked.part-0000_html_9ea562dc.gif"/>

</td>
<td>
Flight
			terminated with parachute triggered when leaving the 


FG<img align="absmiddle" name="Object29" src="source-marked.part-0000_html_1582bfa1.gif"/>
Time
			to open the parachute

<img align="absmiddle" name="Object30" src="source-marked.part-0000_html_69ae7c42.gif"/>

</td>
</tr>
<tr>
<td bgcolor="#dbe5f1">
Horizontal
			extension of the contingency volume: 
			<img align="absmiddle" name="Object31" src="source-marked.part-0000_html_412be0d4.gif"/>

</td>
<td>
<img align="absmiddle" name="Object32" src="source-marked.part-0000_html_774cac63.gif"/>

</td>
</tr>
<tr>
<td bgcolor="#ffffff" colspan="2">
 

</td>
</tr>
<tr>
<td bgcolor="#dbe5f1">
Examples
</td>
<td>
 

</td>
</tr>
<tr>
<td bgcolor="#dbe5f1">
Example:
			multirotors

<img align="absmiddle" name="Object33" src="source-marked.part-0000_html_59e93a8f.gif"/>
,
						<img align="absmiddle" name="Object34" src="source-marked.part-0000_html_78d55074.gif"/>
,<img align="absmiddle" name="Object35" src="source-marked.part-0000_html_544dc126.gif"/>

 

</td>
<td>
<img align="absmiddle" name="Object36" src="source-marked.part-0000_html_877a9312.gif"/>

</td>
</tr>
<tr>
<td bgcolor="#dbe5f1">
Example:
			fixed-wing aircraft

<img align="absmiddle" name="Object37" src="source-marked.part-0000_html_abd424e5.gif"/>
,
						<img align="absmiddle" name="Object38" src="source-marked.part-0000_html_d0df0978.gif"/>

 

</td>
<td>
<img align="absmiddle" name="Object39" src="source-marked.part-0000_html_975bda24.gif"/>

</td>
</tr>
<tr>
<td bgcolor="#dbe5f1">
Contingency
			volume vertical
</td>
<td>
 

</td>
</tr>
<tr>
<td bgcolor="#dbe5f1">
Altitude
			measurement error: 
			<img align="absmiddle" name="Object40" src="source-marked.part-0000_html_b11c81cd.gif"/>

</td>
<td>
<img align="absmiddle" name="Object41" src="source-marked.part-0000_html_947ec320.gif"/>
for
			barometric altitude measurement

or

<img align="absmiddle" name="Object42" src="source-marked.part-0000_html_80c4d39e.gif"/>
for
			GNSS-based altitude measurement.
Note:
			When operating close to large buildings or between buildings in
			narrow streets, the altitude information provided by GNSS may not
			be reliable.
</td>
</tr>
<tr>
<td bgcolor="#dbe5f1">
Reaction
			distance: 
			<img align="absmiddle" name="Object43" src="source-marked.part-0000_html_87696688.gif"/>

</td>
<td>
Manual
			initiation of measures

Reaction
			time: 
			<img align="absmiddle" name="Object44" src="source-marked.part-0000_html_624a3674.gif"/>
,
			with 45° pitch angle 


<img align="absmiddle" name="Object45" src="source-marked.part-0000_html_4edf9e34.gif"/>

Note:
			
<img align="absmiddle" name="Object46" src="source-marked.part-0000_html_3b3ca23c.gif"/>

may also be smaller in fully automatic systems (e.g.
			geofence). If external services are used for command and control,
			their system latency should be taken into consideration.
</td>
</tr>
<tr>
<td bgcolor="#dbe5f1">
Contingency
			manoeuvres: 
			<img align="absmiddle" name="Object47" src="source-marked.part-0000_html_cc312a95.gif"/>

</td>
<td>
For
			multirotor

The
			forward kinetic energy is completely converted into potential
			energy.

This
			results in

<img align="absmiddle" name="Object48" src="source-marked.part-0000_html_45b0ea8f.gif"/>


For
			fixed-wing aircraft

Exit
			the FG upwards with a 45° pitch angle, then fly on a constant
			circular path with V0 and radius r until
			level flight is achieved.

With

<img align="absmiddle" name="Object49" src="source-marked.part-0000_html_d2ac0912.gif"/>


results
			in the contingency manoeuvre height being approximately

<img align="absmiddle" name="Object50" src="source-marked.part-0000_html_927c8af9.gif"/>

</td>
</tr>
<tr>
<td bgcolor="#dbe5f1">
Alternate
			contingency manoeuvre parachute: 
			<img align="absmiddle" name="Object51" src="source-marked.part-0000_html_cc312a95.gif"/>

</td>
<td>
Flight
			terminated with parachute triggered when leaving the FG

 
 


Exit
			FG with 45° pitch angle

<img align="absmiddle" name="Object52" src="source-marked.part-0000_html_58e50201.gif"/>
Time
			to open the parachute

<img align="absmiddle" name="Object53" src="source-marked.part-0000_html_8360fb1b.gif"/>

</td>
</tr>
<tr>
<td bgcolor="#dbe5f1">
Contingency
			volume: 
			<img align="absmiddle" name="Object54" src="source-marked.part-0000_html_2c50c449.gif"/>

</td>
<td>
<img align="absmiddle" name="Object55" src="source-marked.part-0000_html_a5966da6.gif"/>

</td>
</tr>
<tr>
<td bgcolor="#ffffff" colspan="2">
 

</td>
</tr>
<tr>
<td bgcolor="#dbe5f1">
Examples
</td>
<td>
 

</td>
</tr>
<tr>
<td bgcolor="#dbe5f1">
Height
			of the flight geography
</td>
<td>
<img align="absmiddle" name="Object56" src="source-marked.part-0000_html_84ff6aff.gif"/>

</td>
</tr>
<tr>
<td bgcolor="#dbe5f1">
 
 

Example:
			multirotor: 
			<img align="absmiddle" name="Object57" src="source-marked.part-0000_html_59e93a8f.gif"/>

</td>
<td>
<img align="absmiddle" name="Object58" src="source-marked.part-0000_html_fa05620d.gif"/>

</td>
</tr>
<tr>
<td bgcolor="#dbe5f1">
 
 

Example:
			fixed-wing a/c: 
			<img align="absmiddle" name="Object59" src="source-marked.part-0000_html_abd424e5.gif"/>

</td>
<td>
<img align="absmiddle" name="Object60" src="source-marked.part-0000_html_6e0e6ce8.gif"/>

</td>
</tr>
</table>

**A.5.2.4 Computation of the ground risk buffer**

<table cellpadding="7" cellspacing="0">
<col/>
<col/>
<tr>
<td bgcolor="#dbe5f1">
Ground
			risk buffer horizontal
</td>
<td>
 

</td>
</tr>
<tr>
<td bgcolor="#dbe5f1">
Simplified
			approach: 1:1 rule: 
			<img align="absmiddle" name="Object61" src="source-marked.part-0000_html_94a7d41b.gif"/>

</td>
<td>
<img align="absmiddle" name="Object62" src="source-marked.part-0000_html_b7ca19f.gif"/>

</td>
</tr>
<tr>
<td bgcolor="#dbe5f1">
Ballistic
			approach: 
			<img align="absmiddle" name="Object63" src="source-marked.part-0000_html_94a7d41b.gif"/>

Note:
			Only permitted for rotorcraft and multirotors!
</td>
<td>
<img align="absmiddle" name="Object64" src="source-marked.part-0000_html_d98b0632.gif"/>

</td>
</tr>
<tr>
<td bgcolor="#dbe5f1">
Termination
			with parachute:<img align="absmiddle" name="Object65" src="source-marked.part-0000_html_7e0b5b95.gif"/>

Note:
			Values below 
<img align="absmiddle" name="Object66" src="source-marked.part-0000_html_4c0e1119.gif"/>

			are not considered realistic for this computation.
</td>
<td>
<img align="absmiddle" name="Object67" src="source-marked.part-0000_html_58e50201.gif"/>
Time
			to open the parachute

From
			the rate of descent with the parachute open (<img align="absmiddle" name="Object68" src="source-marked.part-0000_html_fce7ba92.gif"/>
)
			and the maximum permissible wind speed for operation (<img align="absmiddle" name="Object69" src="source-marked.part-0000_html_6556e123.gif"/>
)
			results in

<img align="absmiddle" name="Object70" src="source-marked.part-0000_html_a2794801.gif"/>

</td>
</tr>
<tr>
<td bgcolor="#dbe5f1">
Termination
			with fixed-wing aircraft:<img align="absmiddle" name="Object71" src="source-marked.part-0000_html_7e0b5b95.gif"/>

</td>
<td>
			— Power
			is switched off:

A
			glide ratio of 
			<img align="absmiddle" name="Object72" src="source-marked.part-0000_html_2dbd5b8c.gif"/>

results in

<img align="absmiddle" name="Object73" src="source-marked.part-0000_html_493f3d60.gif"/>


			— Power
			is switched off and the flight control surfaces are permanently
			set in a way that no gliding is possible:

The
			simplified approach can be chosen (1:1 rule).
</td>
</tr>
<tr>
<td bgcolor="#ffffff" colspan="2">
 

</td>
</tr>
<tr>
<td bgcolor="#dbe5f1">
Examples
</td>
<td>
 

</td>
</tr>
<tr>
<td bgcolor="#dbe5f1">
Simplified
			approach:
Multirotor:
						<img align="absmiddle" name="Object74" src="source-marked.part-0000_html_59e93a8f.gif"/>
,
						<img align="absmiddle" name="Object75" src="source-marked.part-0000_html_8010e9.gif"/>
,
						<img align="absmiddle" name="Object76" src="source-marked.part-0000_html_359522fe.gif"/>

</td>
<td>
<img align="absmiddle" name="Object77" src="source-marked.part-0000_html_48693636.gif"/>

</td>
</tr>
<tr>
<td bgcolor="#dbe5f1">
Ballistic
			approach:
Multirotor:
						<img align="absmiddle" name="Object78" src="source-marked.part-0000_html_59e93a8f.gif"/>
,
						<img align="absmiddle" name="Object79" src="source-marked.part-0000_html_8010e9.gif"/>
,
						<img align="absmiddle" name="Object80" src="source-marked.part-0000_html_359522fe.gif"/>

</td>
<td>
<img align="absmiddle" name="Object81" src="source-marked.part-0000_html_1c37d146.gif"/>

</td>
</tr>
<tr>
<td bgcolor="#dbe5f1">
Fixed-wing
			aircraft if only power is switched off: 
			<img align="absmiddle" name="Object82" src="source-marked.part-0000_html_abd424e5.gif"/>
,
						<img align="absmiddle" name="Object83" src="source-marked.part-0000_html_8585a610.gif"/>
,
						<img align="absmiddle" name="Object84" src="source-marked.part-0000_html_3d377fe4.gif"/>

, E=20
</td>
<td>
<img align="absmiddle" name="Object85" src="source-marked.part-0000_html_40e0556c.gif"/>

 

</td>
</tr>
<tr>
<td bgcolor="#dbe5f1">
Fixed-wing
			aircraft if power is switched off and flight control surfaces set
			so that no gliding is possible: 
			<img align="absmiddle" name="Object86" src="source-marked.part-0000_html_abd424e5.gif"/>
,
						<img align="absmiddle" name="Object87" src="source-marked.part-0000_html_8585a610.gif"/>
,
						<img align="absmiddle" name="Object88" src="source-marked.part-0000_html_3d377fe4.gif"/>

</td>
<td>
<img align="absmiddle" name="Object89" src="source-marked.part-0000_html_62b88fde.gif"/>

</td>
</tr>
<tr>
<td bgcolor="#dbe5f1">
GRB
			vertical
</td>
<td>
			— not
			applicable —
</td>
</tr>
</table>

**A.5.2.5 Examples of computation of maximum distance(s) for VLOS /
BVLOS with AOs**

When determining the operating range for VLOS or BVLOS with AO
operations, care should be taken to ensure that the remote pilot can
actually operate the UAS within their visual range or within the
visual range of the AOs.

To check whether the described UAS operation is in VLOS or in BVLOS,
the following calculations may be used.

<table cellpadding="7" cellspacing="0">
<col/>
<col/>
<tr>
<td bgcolor="#dbe5f1">
 

</td>
<td>
 

</td>
</tr>
<tr>
<td bgcolor="#dbe5f1" valign="top">
VLOS
			/ BVLOS with AO limit
</td>
<td>
In
			VLOS or in BVLOS with AOs the air risk is mitigated by having the
			UA in sight of the remote pilot or of the AO. The maximum possible
			distance between the remote pilot or the AO and the UA results
			from the smaller value of ALOS and DLOS.
			Anything beyond that is considered BVLOS.
</td>
</tr>
<tr>
<td bgcolor="#dbe5f1">
ALOS
</td>
<td>
Attitude
			line of sight (ALOS)
The
			ALOS defines the maximum distance up to which a remote pilot can
			detect the position and orientation of the UA. Up to this limit,
			the remote pilot is able to control the flight path of the UA and
			is able to determine the attitude and position of the UA. This
			distance was determined in practical tests.
</td>
</tr>
<tr>
<td bgcolor="#dbe5f1">
DLOS
</td>
<td>
Detection
			line of sight (DLOS)
The
			DLOS defines the distance up to which the UA could theoretically
			fly while at the same time other aircraft in the same direction
			can be visually detected, and sufficient time is available for an
			avoidance manoeuvre. The ground visibility is crucial for this.
</td>
</tr>
<tr>
<td bgcolor="#dbe5f1">
GV
</td>
<td>
Ground
			visibility (GV)

The
			GV depends on the operational area and the meteorological
			conditions, and should be determined at the respective time of
			operation. The procedure for precisely determining GV should be
			described in a section of the OM related to procedures (e.g.
			Section 2.4 of the OM structure provided in A.3 of this annex).
			The use of landmarks or the use of a transmissometer is possible.
The
			maximum ground visibility to be assumed is 5 km,
			analogue to the visibility according to the VFR rules in airspace
			G<a href="#_ftn52" name="_ftnref52">[52]</a>.
</td>
</tr>
</table>

<table cellpadding="7" cellspacing="0">
<col/>
<col/>
<tr>
<td bgcolor="#dbe5f1" valign="top">
ALOS
			limit
</td>
<td>
For
			rotorcraft and multirotors:

<img align="absmiddle" name="Object90" src="source-marked.part-0000_html_3a3a5e9a.gif"/>


 
 


For
			fixed-wing aircraft:
<img align="absmiddle" name="Object91" src="source-marked.part-0000_html_c6d83cb9.gif"/>

</td>
</tr>
<tr>
<td bgcolor="#dbe5f1" valign="top">
DLOS
			limit
</td>
<td>
<img align="absmiddle" name="Object92" src="source-marked.part-0000_html_c6f15e08.gif"/>


The
			GV depends on the actual ground visibility at site and time of
			operation. However, the following always applies:

<img align="absmiddle" name="Object93" src="source-marked.part-0000_html_6c7a8f1d.gif"/>

</td>
</tr>
</table>

If the largest possible distance between the remote pilot’s
location and the outer side of the CV (boundary between CV and GRB)
is greater than the VLOS distance, no VLOS operation may take place.
UAS operations should then take place in BVLOS.

**A.5.2.6 Examples for maximum VLOS distances**

The following table is valid for a ground visibility of 5 km or more.

<table bgcolor="#d9d9d9" cellpadding="7" cellspacing="0">
<col/>
<col/>
<col/>
<tr valign="top">
<td bgcolor="#808080" rowspan="2">
Characteristic
			dimension
(CD)
</td>
<td bgcolor="#808080" colspan="2">
Maximum
			VLOS distance
</td>
</tr>
<tr valign="top">
<td bgcolor="#808080">
Rotary
			wing
</td>
<td bgcolor="#808080">
Fixed
			wing
</td>
</tr>
<tr valign="top">
<td bgcolor="#808080">
1 m
</td>
<td bgcolor="#d9d9d9">
347 m
</td>
<td bgcolor="#d9d9d9">
520 m
</td>
</tr>
<tr valign="top">
<td bgcolor="#808080">
2 m
</td>
<td bgcolor="#d9d9d9">
674 m
</td>
<td bgcolor="#d9d9d9">
1 010 m
</td>
</tr>
<tr valign="top">
<td bgcolor="#808080">
3 m
</td>
<td bgcolor="#d9d9d9">
1 000 m
</td>
<td bgcolor="#d9d9d9">
1 500 m
</td>
</tr>
<tr valign="top">
<td bgcolor="#808080">
3,5 m
</td>
<td bgcolor="#d9d9d9">
1 164,5 m
</td>
<td bgcolor="#d9d9d9">
1 500 m
</td>
</tr>
<tr valign="top">
<td bgcolor="#808080">
4 m
</td>
<td bgcolor="#d9d9d9">
1 328 m
</td>
<td bgcolor="#d9d9d9">
1 500 m
</td>
</tr>
<tr valign="top">
<td bgcolor="#808080">
4,53 m
</td>
<td bgcolor="#d9d9d9">
1 500 m
</td>
<td bgcolor="#d9d9d9">
1 500 m
</td>
</tr>
<tr valign="top">
<td bgcolor="#808080">
&gt;
			4,53 m
</td>
<td bgcolor="#d9d9d9">
1 500 m
</td>
<td bgcolor="#d9d9d9">
1 500 m
</td>
</tr>
</table>

![](/static/files/file_RLF4ozmpQHW/image110.png)

**Figure
9 — Multirotor VLOS range**

![](/static/files/file_RLF4ozmpQHW/image111.png)

**Figure
10 — Fixed-wing VLOS range**

---

[[50]](#_ftnref50)
An example of an operations manual and modules providing dedicated
procedures may be found on the EASA website at
<https://www.easa.europa.eu/en/domains/drones-air-mobility/operating-drone/specific-category-civil-drones/predefined-risk-assessment-pdra#group-easa-downloads>.

[[51]](#_ftnref51)
<https://www.easa.europa.eu/en/domains/drones-air-mobility/operating-drone/specific-category-civil-drones#group-easa-downloads>

[[52]](#_ftnref52)
As any larger GV value is not deemed possible to extend the bare eye
DLOS beyond the 1.5 km, provided that sufficient time for avoidance
is still available.