{
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  "sources": ["ssg:https://framerusercontent.com/modules/Y0V8y3V9M4UO8p3o1Ieg/kE6mXsLn36AAUp36ppaI/J6Fypw8fr-6.js"],
  "sourcesContent": ["import{jsx as e,jsxs as a}from\"react/jsx-runtime\";import{Link as i}from\"framer\";import{motion as t}from\"framer-motion\";import*as r from\"react\";export const richText=/*#__PURE__*/a(r.Fragment,{children:[/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"strong\",{children:\"By Stephan van Vuren, CEO of AirHub\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:\"Public safety agencies\u2014including police, fire departments, customs, Search And Rescue (SAR), and specialized emergency services\u2014have embraced drone technology to revolutionize how they respond to incidents and manage operations. Drones provide these agencies with enhanced situational awareness, real-time data, and the ability to assess dangerous situations without putting personnel in harm\u2019s way. In this blog, we explore how AirHub\u2019s software platform helps public safety agencies maximize the benefits of drones, saving time and money, improving efficiency, and ensuring the safety of their teams.\"}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"strong\",{children:\"1. Saving Time in Critical Situations\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:\"One of the greatest advantages drones offer to public safety agencies is the ability to drastically reduce response times. In search and rescue (SAR) missions, for instance, time is of the essence. Drones equipped with thermal imaging and high-resolution cameras can survey vast areas quickly, identifying missing persons significantly faster than traditional search teams. According to trials conducted in Europe, drone-assisted search and rescue teams found missing persons 191 seconds faster on average than teams without drones, representing a 25% reduction in search time during critical operations\u200B.\"}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/a(\"p\",{children:[\"Similarly, for \",/*#__PURE__*/e(i,{href:\"https://youtu.be/ygPvwKqn5ys?feature=shared\",motionChild:!0,nodeId:\"J6Fypw8fr\",openInNewTab:!1,relValues:[],scopeId:\"contentManagement\",smoothScroll:!1,children:/*#__PURE__*/e(t.a,{children:\"police departments and firefighters\"})}),\", drones allow for quick aerial assessments of crime scenes, traffic accidents, and fires, which can otherwise take hours when relying on ground personnel. For example, while traditional methods of surveying a scene can take four hours, a drone can complete the same task in just 15 minutes, saving valuable time during emergency responses\u200B.\"]}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"strong\",{children:\"2. Increasing Efficiency and Reducing Costs\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/a(\"p\",{children:[\"Drones not only save time but also reduce the resources needed for large-scale operations. For example, traditional \",/*#__PURE__*/e(i,{href:\"https://youtu.be/IMflo32Ihj4?feature=shared\",motionChild:!0,nodeId:\"J6Fypw8fr\",openInNewTab:!1,relValues:[],scopeId:\"contentManagement\",smoothScroll:!1,children:/*#__PURE__*/e(t.a,{children:\"search and rescue missions\"})}),\" may require helicopters, ground vehicles, and extensive personnel. Drones, on the other hand, provide a much more cost-effective alternative. While helicopters can cost \u20AC8,000 per hour, drones cost a fraction of this, with operational costs around \u20AC85 per hour\u200B. Moreover, drones can cover up to 20 hectares in just one hour, significantly reducing the manpower and time required for SAR and other public safety operations.\"]}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:\"For fire departments, drones equipped with thermal imaging can help detect fire hotspots or locate trapped individuals, improving the deployment of firefighters and minimizing the risk of injury. Drones can also be used for hazmat incidents, where they assess hazardous environments remotely, reducing the need for personnel to enter dangerous situations.\"}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"strong\",{children:\"3. Ensuring Data Security and Privacy\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:\"Public safety agencies handle sensitive data, especially during high-risk operations. Law enforcement and customs agencies, for example, must protect information about where and when drones are deployed, as well as the data collected from drone cameras and sensors. With AirHub\u2019s platform, public safety agencies have flexible deployment options that include on-premise installations, ensuring that all data is stored securely on servers owned and managed by the organization. This is particularly crucial for government agencies where data sensitivity is a high priority\u200B.\"}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:\"AirHub\u2019s platform also supports features like confidential flight plans, allowing agencies to ensure that sensitive missions are visible only to authorized personnel. This helps to maintain data security and integrity across multiple teams working on various missions.\"}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"strong\",{children:\"4. Enhancing Safety for Personnel\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:\"Drones significantly improve safety for first responders and public safety personnel. In hazardous environments\u2014whether it\u2019s responding to a chemical spill or navigating through a wildfire\u2014drones can be deployed to assess the situation from a safe distance. This minimizes the risk of injury to responders while providing them with real-time data to make informed decisions.\"}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:\"For police departments, drones provide an aerial perspective during crowd control or surveillance, reducing the need to deploy officers in potentially dangerous situations. Drones equipped with AI and thermal cameras can monitor large areas and detect threats early, allowing for more efficient deployment of ground teams\u200B.\"}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"strong\",{children:\"Conclusion: Leveraging Drones with AirHub\u2019s Platform\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/a(\"p\",{children:[\"Drones have proven to be game-changers for public safety agencies, offering real-time data, reducing costs, and improving both operational efficiency and safety. AirHub\u2019s platform enhances these benefits by offering features like \",/*#__PURE__*/e(i,{href:\"https://airhub.app/drone-operation-center\",motionChild:!0,nodeId:\"J6Fypw8fr\",openInNewTab:!1,relValues:[],scopeId:\"contentManagement\",smoothScroll:!1,children:/*#__PURE__*/e(t.a,{children:\"remote flight planning\"})}),\", \",/*#__PURE__*/e(i,{href:\"https://airhub.app/livestreaming\",motionChild:!0,nodeId:\"J6Fypw8fr\",openInNewTab:!1,relValues:[],scopeId:\"contentManagement\",smoothScroll:!1,children:/*#__PURE__*/e(t.a,{children:\"real-time monitoring\"})}),\", and \",/*#__PURE__*/e(i,{href:\"https://airhub.app/secure-data-mode\",motionChild:!0,nodeId:\"J6Fypw8fr\",openInNewTab:!1,relValues:[],scopeId:\"contentManagement\",smoothScroll:!1,children:/*#__PURE__*/e(t.a,{children:\"secure data management\"})}),\", helping agencies execute missions faster and more effectively. By embracing drone technology, public safety agencies can continue to protect communities more efficiently and securely than ever before.\"]}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/a(\"p\",{children:[\"For more information on how AirHub can support your public safety drone operations, visit\",/*#__PURE__*/e(i,{href:\"http://www.airhub.app\",motionChild:!0,nodeId:\"J6Fypw8fr\",openInNewTab:!1,relValues:[],scopeId:\"contentManagement\",smoothScroll:!1,children:/*#__PURE__*/e(t.a,{children:\" our website\"})}),\".\"]}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})})]});export const richText1=/*#__PURE__*/a(r.Fragment,{children:[/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/a(\"p\",{children:[\"A few years ago, the role of Air Navigation Service Providers (ANSPs) changed due to the increasing use of unmanned aircraft systems (UAS). Whilst manned aviation is based on the \u2018see and avoid\u2019 principle, unmanned operations cannot fulfill these requirements, especially when operating beyond visual line of sight. The European Commission, therefore, intends to adopt the Standardised European Rules of the Air (SERA) to safely integrate UAS operations. Besides this, with the implementation of the U-space regulation (Implementing Regulation (EU) 2021/664, 665 and 666) ANSPs must further adapt. They may need to take on new roles and responsibilities to ensure the safe operation of UAS within U-space airspace, whether in controlled or uncontrolled airspace. In this blog post, I will discuss the potential effects of U-space for ANSPs, as well as the roles and responsibilities they may\\xa0\",/*#__PURE__*/e(\"em\",{children:\"need\"}),\"\\xa0to or\\xa0\",/*#__PURE__*/e(\"em\",{children:\"must\"}),\"\\xa0take.\"]}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"h3\",{children:/*#__PURE__*/e(\"strong\",{children:\"A new concept: dynamic airspace reconfiguration\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:\"In December 2022, EASA published Decision 2022/023/R as an amendment to Part-ATS of Implementing Regulation (EU) 2017/373, officially assigning a new role to ANSPs with regards to U-space within controlled airspace. The concept of dynamic airspace reconfiguration has been introduced for U-space airspace designated in controlled airspace, where ANSPs are responsible for providing air navigation services to manned aircraft operators.\"}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:\"The objective of the dynamic airspace reconfiguration process is to ensure the safe operation of manned aircraft within U-space airspace in controlled airspace by adjusting the limits of the U-space airspace dynamically. However, to achieve this goal, the Air Traffic Control (ATC) unit must establish appropriate coordination procedures and communication facilities with new U-space related entities, namely:\"}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/a(\"ul\",{children:[/*#__PURE__*/e(\"li\",{\"data-preset-tag\":\"p\",children:/*#__PURE__*/e(\"p\",{children:\"U-space Service Provider (USSP): a certified entity that provides U-space services within U-space airspace.\"})}),/*#__PURE__*/a(\"li\",{\"data-preset-tag\":\"p\",children:[/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})})]}),/*#__PURE__*/e(\"li\",{\"data-preset-tag\":\"p\",children:/*#__PURE__*/e(\"p\",{children:'Common Information Service Provider (CISP): one or more providers of \"common information service\", that consists of both static and dynamic data to enable the provision of U-space services for managing the traffic of unmanned aircraft.'})})]}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"h3\",{children:/*#__PURE__*/e(\"strong\",{children:\"How does the process work?\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:\"The dynamic airspace reconfiguration begins with a trigger from manned operators indicating their intent to enter U-space airspace. When ATC intends to issue a clearance to the manned traffic, the procedure starts. The unmanned airspace users are alerted by the USSP that a restriction will soon be published. The restriction for UAS operators begins after the ATC unit publishes a temporary U-space airspace restriction through the CIS. Since USSPs rely on the CIS data, the geo-awareness U-space service (provided by the USSP) is updated to adjust the horizontal and vertical limitations of the U-space airspace. Additionally, USSPs should check already authorized flights with the newly published restrictions as part of the flight authorization service. Finally, USSPs notify the ATC unit once the area is clear of UAS traffic. This notification triggers the ATC unit to clear manned traffic to enter U-space airspace.\"}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"h3\",{children:/*#__PURE__*/e(\"strong\",{children:\"U-space architecture\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:\"Regardless of airspace type, ANSPs will always play a role in providing information within U-space. In general, ANSPs will provide information by publishing aeronautical information. In controlled airspace, ANSPs may receive data from the CISP on flight intentions from special manned operators (such as HEMS) to initiate the dynamic reconfiguration process.\\xa0\"}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:\"In this article, I assume a centralized approach has been taken, where a Common Information Service Provider (CISP) is designated for each U-space airspace, or a certified single CISP is responsible for providing common information services on a national level. The CISP serves as the single source of truth for information provision within U-space, where USSPs use the data provided by the CISP to provide U-space services to UAS operators.\"}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:\"The ANSP can also be designated as the Single CISP or certified USSP. In several European Member States, the ANSP has been or will be appointed as the Single CISP because of the similarities involved. The certification framework will initially be based on the certification requirements that already exist for ANSPs, outlined in 2017/373. Furthermore, most of the data required for the CIS is already available, like weather information, traffic data, and airspace information. Thus, the ANSP may be the best option for the role.\"}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:\"While I agree that the ANSP would make a good CIS provider, it is crucial to note that the CIS will primarily be consumed by USSPs and, indirectly, by UAS operators. The information required for safely conducting unmanned operations is not limited to the traditional data already available through the ANSP. As a result, new information providers must be contracted to meet the needs of UAS operators operating within (and also outside) U-space. As such, ANSPs must adapt to serve both manned and (highly automated and digitalized) unmanned aviation, with the ultimate goal of integrating both users into the airspace.\"}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"h3\",{children:/*#__PURE__*/e(\"strong\",{children:\"Conclusion\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:\"In conclusion, the implementation of the U-space framework will pose several challenges for ANSPs. One of the most significant responsibilities that the ANSP will have to undertake for U-space designated in controlled airspace is the dynamic reconfiguration concept. Moreover, the ANSP will play a vital role in providing information to the CISP. Additionally, ANSPs may opt to take on the role of the CISP or become a USSP to manage the U-space airspace.\\xa0\"}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:\"It would be beneficial to begin identifying the requirements and capacity for each role and process. This will involve a deeper dive into various aspects, including the definition of performance and separation standards, which is a complex issue that may require a separate blog post to address. Based on this analysis, ANSPs can make decisions and take on a crucial role in facilitating complex UAS operations using U-space airspace in both controlled and uncontrolled airspaces. U-space can serve as a solution for ANSPs to safely integrate unmanned traffic in controlled airspaces, near airports/heliports.\"}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(i,{href:\"https://www.linkedin.com/in/tobyenzerink/\",motionChild:!0,nodeId:\"J6Fypw8fr\",openInNewTab:!0,relValues:[],scopeId:\"contentManagement\",smoothScroll:!1,children:/*#__PURE__*/a(t.a,{children:[\"By Toby Enzerink\",/*#__PURE__*/e(\"br\",{}),\"U-Space & UAM Consultant AirHub Consultancy\"]})})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})})]});export const richText2=/*#__PURE__*/a(r.Fragment,{children:[/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/a(\"p\",{children:[\"U-space enables large-scale UAS operations, including beyond visual line of sight (BVLOS) flights. By providing several services, drone operators may fulfil the requirements for BVLOS flights within the SORA framework (please check out our previous blog: '\",/*#__PURE__*/e(i,{href:\"http://airhub.app/post/how-u-space-will-impact-the-sora\",motionChild:!0,nodeId:\"J6Fypw8fr\",openInNewTab:!0,relValues:[],scopeId:\"contentManagement\",smoothScroll:!1,children:/*#__PURE__*/e(t.a,{children:\"How U-space will impact the SORA'\"})}),\"). The market for service providers (USSPs) will be competitive, and having a Single CIS (Common Information Service) provider will ensure a reliable, single source of (common) information. However, should we wait for U-space, or is there (in the meantime) an alternative to move away from the concept of segregation?\"]}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"h3\",{children:\"Demand is growing\"}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:\"We all know the demand for BVLOS flights is growing. For example, remote drone-in-the-box operations for public safety, long-distance flights to offshore platforms or medical drone delivery between hospitals. As soon as (large-scale) BVLOS flights can be integrated into the airspace, it is anticipated that traffic volumes will increase due to the growing number of viable business cases. To safely incorporate larger volumes of unmanned air traffic together with manned traffic in the same airspace, implementing U-space airspace is the appropriate approach.\"}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:\"However, before U-space can be implemented, several considerations must be addressed. These include the certification process for new entities, U-space Airspace Risk Assessment, the hearing process, technical infrastructure, and more. Waiting for U-space implementation would therefore hinder the industry's growth. Furthermore, we should critically evaluate whether U-space is always the optimal solution for integrating unmanned aviation.\"}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"h3\",{children:\"Airspace implementation\"}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:\"In April 2023, the UK Civil Aviation Authority released a policy concept for beyond visual line of sight (BVLOS) flights. The document outlines how unmanned aviation, particularly BVLOS flights, can be accommodated within the airspace. It highlights the fact that the current airspace is not yet prepared for unsegregated BVLOS flights. Currently, segregation is a common but limiting approach to accommodate BVLOS flights since it is not scalable.\"}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:\"Therefore, the UK is following a safety focussed approach from segregation to accommodation to integration. During the segregation phase, a Danger Area, either temporarily or permanently, will be designated within uncontrolled airspace. A Temporary Segregated Area (TSA) will be established in controlled airspace.\"}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:\"In the accommodation phase, a managed Temporary Restricted Area (TRA) will be implemented as the appropriate measure. This TRA will be supervised by the air navigation service provider (ANSP), who will regulate airspace access. These access and service provision arrangements will evolve with the development of (unmanned) traffic management services.\"}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:\"Ultimately, unmanned aircraft systems (UAS) should be capable of operating alongside other airspace users. This requires the implementation of Detect And Avoid (DAA) systems, among other measures. The UK Innovation Hub states that UTM, or in Europe U-space, has a significant potential to bring elements of data collection, processing and dissemination to the Detect & Avoid ecosystem, as well as interaction with ATM.\"}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"blockquote\",{children:/*#__PURE__*/e(\"p\",{children:'\"Electronic conspicuity is highly likely to be an essential enabler for DAA and therefore also for operations within TRAs\" - UK Airspace Policy Concept'})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:\"By combining these elements, it becomes evident that waiting for U-space implementation is not necessary to enable BVLOS flights. However, for large-scale implementation, a UTM solution serves as the appropriate solution.\"}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"h3\",{children:\"Service provision\"}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:\"A UTM solution does not necessarily mean the implementation of the full U-space concept. In the meantime, a set of (UTM) services can be provided to safely integrate manned and unmanned aviation. This approach can also be a future-proof solution for airspaces with insufficient demand for a U-space deployment.\"}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:\"Currently, ANSPs are leading the way in providing services for drone operators. Primarily, they offer basic strategic services such as a digital drone chart and strategic deconfliction in controlled airspace. However, expanding services to unmanned aviation outside controlled airspace may fall outside the scope of ANSP responsibilities.\"}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/a(\"p\",{children:[\"Therefore, new actors have been introduced within the U-space concept. USSPs and, when applicable, a CIS provider are responsible for information exchange and service provision within U-space. ANSPs will also be impacted, as discussed in Toby's recent article:\\xa0\",/*#__PURE__*/e(i,{href:\"https://www.linkedin.com/pulse/effects-u-space-implementation-ansps-toby-enzerink/\",motionChild:!0,nodeId:\"J6Fypw8fr\",openInNewTab:!0,relValues:[],scopeId:\"contentManagement\",smoothScroll:!1,children:/*#__PURE__*/e(t.a,{children:'\"The effects of the U-space implementation for ANSPs\"'})}),\".\"]}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:\"Providing UTM services in airspace without a fully established U-space raises questions regarding service providers. Several countries are considering expanding the responsibilities of a Single CIS provider to serve operators outside U-space. ANSPs might also take on this role, and potential USSPs may see opportunities in providing services beyond U-space (or even before they have been certified). The definition of a set of basic services should be based on risk analysis and close collaboration with the CAA and end-users. The ultimate goal is to ensure the safe integration of unmanned aviation with manned aircraft in the same airspace.\"}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:\"By Toby Enzerink\"}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})})]});export const richText3=/*#__PURE__*/a(r.Fragment,{children:[/*#__PURE__*/e(\"p\",{children:\"As Drone Hizmetleri we support many sectors, including those of agriculture, security, construction, education, and consulting. Our goal in Turkey is to offer solutions to companies in order to provide the most innovative and up-to-date drone solutions. We continuously strive to create opportunities in new sectors or in the formation of conceptual projects.\"}),/*#__PURE__*/e(\"p\",{children:\"The devastation of the 7.8-magnitude earthquake that occurred in southern and central Turkey on February 6, 2023, and its barrage of strong aftershocks, saw a Turkish government-led response through coordination by AFAD (Turkey\u2019s Disaster and Emergency Management) and the Turkish Red Crescent. State authorities declared a level-4 emergency, leading to a call for international assistance. The Turkish President declared a three-month state of emergency in 10 of the country\u2019s provinces, which resulted in the flocking of organized search and rescue teams, as well as a multitude of individual volunteers willing to help. We, as Drone Services, were in the field as well with our experienced operators and a DJI Mavic Enterprise Dual 2 drone, mounted with a thermal camera, in order to facilitate the task of finding people buried under rubble. Below, the further efficiency in this task is elaborated.\"}),/*#__PURE__*/e(\"img\",{alt:\"\",className:\"framer-image\",height:\"557\",src:\"https://framerusercontent.com/images/kSmqa0peyoTQjSA1gIbZPJH4uDI.jpeg\",srcSet:\"https://framerusercontent.com/images/kSmqa0peyoTQjSA1gIbZPJH4uDI.jpeg?scale-down-to=512 512w,https://framerusercontent.com/images/kSmqa0peyoTQjSA1gIbZPJH4uDI.jpeg?scale-down-to=1024 1024w,https://framerusercontent.com/images/kSmqa0peyoTQjSA1gIbZPJH4uDI.jpeg 1476w\",style:{aspectRatio:\"1476 / 1115\"},width:\"738\"}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"h2\",{children:\"Abstract\"}),/*#__PURE__*/e(\"p\",{children:\"Drone use has revolutionized the way in which natural disasters are handled. In particular, the drone industry has had a significant impact on the workflow in earthquake areas. This paper examines the benefits and challenges of using drones in earthquake areas, including their ability to capture high-resolution imagery, deliver medical supplies and rescue materials, and provide real-time data on the extent of damage caused by earthquakes. We also discuss the challenges that arise with the use of drones in earthquake areas, including privacy concerns, air traffic regulations, and limited battery life. Finally, we suggest some ways in which the drone industry can continue to improve the workflow in earthquake areas.\"}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"h2\",{children:\"Introduction\"}),/*#__PURE__*/e(\"p\",{children:\"Earthquakes are one of the most devastating natural disasters that can occur. They cause immense destruction, resulting in loss of life, property, and infrastructure. Over the years, the drone industry has become an essential tool for emergency responders, providing them with valuable information and assistance during natural disasters. The use of drones has significantly impacted the workflow in earthquake areas. This paper explores the benefits and challenges of using drones in earthquake areas and how they have transformed the workflow.\"}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"h3\",{children:\"Benefits of Using Drones in Earthquake Areas\"}),/*#__PURE__*/e(\"p\",{children:\"The use of drones in earthquake areas has several benefits. Firstly, drones can capture high-resolution imagery of damaged buildings and infrastructure, providing emergency responders with a detailed assessment of the situation on the ground. This information can be used to prioritize rescue and relief efforts and to allocate resources effectively.\"}),/*#__PURE__*/e(\"p\",{children:\"Secondly, drones can be used to deliver medical supplies, rescue equipment, and other essential materials to affected areas quickly. This is particularly important in situations where access to the affected area is limited or where it may be dangerous for human responders to enter.\"}),/*#__PURE__*/e(\"p\",{children:\"Finally, drones can provide real-time data on the extent of damage caused by earthquakes, helping emergency responders to make informed decisions about how to allocate resources and respond to the disaster.\"}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"h3\",{children:\"Benefits of Using Thermal Imaging Drones in Earthquake Areas\"}),/*#__PURE__*/e(\"p\",{children:\"The use of thermal imaging drones has several benefits in earthquake areas. Firstly, thermal imaging technology allows emergency responders to locate survivors who may be trapped in collapsed buildings or other dangerous areas. The drones can quickly scan large areas and identify heat signatures, helping rescuers to prioritize their efforts and focus on areas where there is a high likelihood of finding survivors.\"}),/*#__PURE__*/e(\"p\",{children:\"Secondly, thermal imaging drones can identify areas of high temperature, which may indicate a fire or other potential hazards in the aftermath of an earthquake. This information can be used to develop strategies to mitigate these hazards and prevent further damage or loss of life.\"}),/*#__PURE__*/e(\"p\",{children:\"Finally, thermal imaging drones can operate at night or in low-light conditions, providing continuous monitoring of the affected area. This can be particularly useful in situations where rescue efforts need to continue around the clock, ensuring that no survivors are overlooked.\"}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"img\",{alt:\"\",className:\"framer-image\",height:\"487\",src:\"https://framerusercontent.com/images/Wba1CPJjenTUGnbXk7JSpXOQ3lA.jpeg\",srcSet:\"https://framerusercontent.com/images/Wba1CPJjenTUGnbXk7JSpXOQ3lA.jpeg?scale-down-to=512 512w,https://framerusercontent.com/images/Wba1CPJjenTUGnbXk7JSpXOQ3lA.jpeg?scale-down-to=1024 1024w,https://framerusercontent.com/images/Wba1CPJjenTUGnbXk7JSpXOQ3lA.jpeg 1480w\",style:{aspectRatio:\"1480 / 974\"},width:\"740\"}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"h3\",{children:\"Challenges of Using Drones in Earthquake Areas\"}),/*#__PURE__*/e(\"p\",{children:\"Despite their many benefits, the use of drones in earthquake areas also poses several challenges. Firstly, privacy concerns may arise when drones are used to capture images of affected areas. It is essential to ensure that the privacy of individuals is respected and that any data collected is used only for emergency response purposes.\"}),/*#__PURE__*/e(\"p\",{children:\"Secondly, air traffic regulations may limit the use of drones in earthquake areas. In some cases, airspace may be closed to drones, preventing emergency responders from using them to assess damage or deliver essential supplies.\"}),/*#__PURE__*/e(\"p\",{children:\"Finally, limited battery life may pose a challenge when using drones in earthquake areas. In some cases, it may be challenging to recharge or replace drone batteries, limiting their usefulness in prolonged emergency response operations.\"}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"h3\",{children:\"Challenges of Using Thermal Imaging Drones in Earthquake Areas\"}),/*#__PURE__*/e(\"p\",{children:\"Despite the many benefits of using thermal imaging drones in earthquake areas, there are also some challenges to their use. Firstly, the technology requires skilled operators who are trained in interpreting thermal images. This can be a challenge in situations where emergency responders may be overstretched or have limited experience with drone technology.\"}),/*#__PURE__*/e(\"p\",{children:\"Secondly, thermal imaging drones are limited by their battery life, which may be affected by the temperature of the environment in which they are operating. This can make it challenging to keep drones in operation for extended periods, particularly in hot or cold conditions\"}),/*#__PURE__*/e(\"p\",{children:\"Finally, privacy concerns may arise when using thermal imaging drones, particularly if they capture images of individuals who are not involved in the emergency response effort. It is essential to ensure that any data collected is used only for emergency response purposes and that the privacy of individuals is respected.\"}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"h2\",{children:\"Conclusion\"}),/*#__PURE__*/e(\"p\",{children:\"The use of drones has significantly impacted the workflow in earthquake areas, providing emergency responders with valuable information and assistance with the addition of thermal imaging. However, the use of drones in these areas also poses several challenges, including privacy concerns, air traffic regulations, limited battery life, and coming short of skilled operators. However, as we all know, the benefits of drones with and without thermal imaging outweigh these challenges. It is essential for the drone industry to continue to work towards addressing these challenges to ensure that drones remain a useful tool for emergency responders in earthquake areas.\"}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})})]});export const richText4=/*#__PURE__*/a(r.Fragment,{children:[/*#__PURE__*/e(\"p\",{children:'With the entry into force of the U-space regulation last month, a big step has been taken in the rapidly developing drone industry. But is U-space the one-size-fits-all solution that this industry needs? For me, the short-term answer is \"No.\" There are still many challenges that need to be addressed before we can deploy drones at scale and reap the associated economic and social benefits. Let me highlight a few.'}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"h3\",{children:\"1. Harmonized regulations\"}),/*#__PURE__*/e(\"p\",{children:\"With the introduction of the European Aviation Safety Agency (EASA) regulations for Unmanned Aircraft Systems (UAS) on December 31, 2020, the aim was to harmonize drone regulations across the European Union and make it easier for companies to incorporate drones into their workflows. And although I am a big fan of the EASA regulations, these goals have not been achieved yet.\"}),/*#__PURE__*/e(\"p\",{children:\"The EASA framework has divided UAS operations into the Open, Specific, and Certified Categories. This division provides a good approach, where low-risk operations are in the Open Category with clear rules and limitations and high-risk operations are in the Certified Category, with regulations similar to those for manned aircraft and clear requirements and limitations. The issue lies with the Specific Category, where UAS operations with the greatest expected social and economic benefits take place.\"}),/*#__PURE__*/e(\"p\",{children:\"The Specific Operations Risk Assessment (SORA) was introduced within this category to assess the risk of a certain type of operation and determine the requirements for pilots, aircrafts, and organizations to perform safe operations. Although SORA is a great tool, it is complicated for companies without experience in the aviation industry or other high-risk industries to use, and it is still under development, with many standards and recommended practices missing.\"}),/*#__PURE__*/e(\"p\",{children:\"The lack of these standards and recommended practices results in a broad range of interpretations among European Civil Aviation Authorities (CAAs). This starts with the required content of the Concept of Operations (ConOps) and extends to the interpretation of the Ground Risk Class (a harbor in Belgium is considered a populated area, while in the Netherlands it is sparsely populated), the classification of the Air Risk Class (what constitutes Atypical Airspace?), the necessary mitigations to reduce the ARC for BVLOS (beyond visual line-of-sight) operations, and the requirements for containment to prevent drones from entering adjacent airspace or ground areas.\"}),/*#__PURE__*/e(\"p\",{children:\"These gray areas make it difficult for UAS operators to apply SORA ''correctly'' and for CAAs to approve operations in a uniform and efficient manner, leading to long processing times for Operational Authorizations. This issue also affects the process of obtaining cross-border authorizations. The goal of the EASA regulations was to create an equal playing field for drone operations in Europe, allowing operators to easily perform their operations in all Member States. However, this is not the reality, as UAS operators applying for cross-border authorization encounter the same issues with interpretation differences among CAAs, resulting in delayed or cancelled operations due to high costs (i.e.,it is cheaper to hire a ''local guy'').\"}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"img\",{alt:\"Person wearing a jacket with the AirHub logo standing outside while looking at a drone in the sky\",className:\"framer-image\",height:\"169\",src:\"https://framerusercontent.com/images/PZ7Yc8yPlxuBIM48LlKfIfLrLcQ.webp\",srcSet:\"https://framerusercontent.com/images/PZ7Yc8yPlxuBIM48LlKfIfLrLcQ.webp?scale-down-to=512 512w,https://framerusercontent.com/images/PZ7Yc8yPlxuBIM48LlKfIfLrLcQ.webp 569w\",style:{aspectRatio:\"569 / 339\"},width:\"284\"}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"h3\",{children:\"2. Licenses and certificates\"}),/*#__PURE__*/e(\"p\",{children:\"The adoption of drone technology across industries, from first responders to large enterprises in oil and gas, construction, and utilities, has been impressive. Organizations often begin with a small proof of concept and then quickly scale up their drone teams, exploring the possibilities for more sophisticated drone operations in urban areas and over long distances. To carry out these operations, organizations will require highly skilled and experienced drone pilots. However, it can be difficult to ensure that you hire a competent drone pilot. In manned aviation, there is a clear system in place with approved training organizations that educate pilots for various types of flight operations, from recreational single-engine flights to airline operations. These pilots undergo standardized exams for their basic licenses and specific aircraft and operation ratings.\"}),/*#__PURE__*/e(\"p\",{children:\"In the Specific Category, this system is still lacking. It is challenging for pilots to showcase their qualifications and experience, especially with the wide range of Specific Assurance and Integrity Levels (SAIL), Standard Scenarios (STS), and Pre-Defined Risk Assessments (PDRA). It is difficult to determine the type and content of education and training required, the skill level needed to pass exams (if they exist), and to obtain a European-wide recognized license with the correct ratings.\"}),/*#__PURE__*/e(\"p\",{children:\"A similar situation exists with the airworthiness requirements for drones that can be operated within the Specific Category. Operations in the lower risk categories (SAIL I and II) only require the operator to declare the airworthiness of the drone, while operations in the medium risk categories (SAIL III and IV) require a Design Verification Report (DVR) from EASA.\"}),/*#__PURE__*/e(\"p\",{children:\"A DVR requirement is not a bad idea, especially for operations that could be conducted within these SAIL levels. However, many standards and acceptable means of compliance are still missing or unattainable for drone operators. Obtaining a DVR requires a large amount of data and information about the aircraft's design and fabrication, ground control station, and operating systems and services, which is often not available from the manufacturer. Additionally, the process of obtaining a DVR from EASA is lengthy and expensive.\"}),/*#__PURE__*/e(\"p\",{children:\"Moreover, a DVR is only applicable for one type of operation (ConOps), making it unattractive, especially for small manufacturers, to start the process of obtaining a DVR for their aircraft. Currently, the largest drone manufacturer does not have any drones for which a DVR has been issued, making it impossible for UAS operators to obtain the required data and information or perform the large amount of necessary flight tests, and thus making it impossible for them to carry out more complex operations.\"}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"h3\",{children:\"3. Business case\"}),/*#__PURE__*/e(\"p\",{children:\"As mentioned, the introduction of U-space will be a big step towards enabling the safe and efficient integration of large amounts of drone flights within our lower airspace. However, for today's operations, mainly performed manually and within the visual line of sight (VLOS) of at least one remote pilot and often an additional observer or observers, U-space will not be a necessity. If we ''want'' large amounts of drone flights to become a reality, this must make sense from an economic and social perspective.\"}),/*#__PURE__*/e(\"p\",{children:\"To achieve this, we will need - at least - a few things: BVLOS operations, automation of flight operations, and automation of data processing. In any business, scale is often required to increase efficiency, and the same is true for the drone industry. Today's operations are mostly conducted within the VLOS of the remote pilot, as BVLOS is not yet allowed in many countries without closing the airspace in which the drone operates. I have to admit that this makes sense as long as there is no requirement for manned and unmanned aircraft to transmit their positions to each other and the standards for the technology required to do this are still missing. Fortunately, we are seeing a lot of progress in this area, both from a regulatory and technological perspective, so hopefully this problem will be solved in the coming years.\"}),/*#__PURE__*/e(\"p\",{children:'However, simply seeing each other is not enough; advanced technology must be developed to avoid collisions tactically, especially when performing operations without a direct command and control link between the aircraft and the ground station, such as over 4G/5G or satellite links. This form of automation will allow the pilot to have a more monitoring role instead of actively piloting the aircraft. As the pilot is gradually taken out of the loop, eventually, one pilot will be able to operate multiple drones at the same time. This combination of doing more with fewer people and being able to cover larger distances will increase the chances of having a positive business case for many complex operations, including the much-hyped \"last mile\" delivery by drones.'}),/*#__PURE__*/e(\"p\",{children:\"Flying drones highly automated and BVLOS is one thing, but being able to quickly turn the gathered data into actionable data is another. Processing drone data today still often requires a highly manual process of getting the data from the drone to a computer, uploading it to a (cloud) platform, and processing it into a final product. Internet-connected drones, combined with increasing computing power and artificial intelligence, will optimize this process in the years to come and will be essential for most organizations to have a positive business case.\"}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"h3\",{children:\"4. Social embracement\"}),/*#__PURE__*/e(\"p\",{children:\"So, let's say all the regulatory and technological obstacles that would allow for growth have been overcome and the business cases turn out to be positive. In this scenario, we would see a substantial increase in the use of drones in lower airspace, not just in rural areas but also in cities. Those in the drone industry wouldn't have much trouble with this, but the general public's opinion of drones is not (yet) positive, as shown by a lot of research.\"}),/*#__PURE__*/e(\"p\",{children:\"This presents a big challenge for our industry, as we need to demonstrate the value of drones not just to a few, but to society as a whole, while minimizing the downsides, such as noise and visual pollution. For example, many people are unaware of how drones are used by first responders, such as fire departments and police, to assist in firefighting, crime prevention, search and rescue operations, and maintenance of infrastructure, to name a few. It is up to us in the industry and users of this technology to educate the public about these benefits and change the negative perception that people have of drones.\"}),/*#__PURE__*/e(\"p\",{children:\"However, simply showcasing the value of drones is not enough. We must also consider how to integrate drones into our society in a way that balances social and economic benefits. This could involve restricting drones to certain areas or routes within cities, limiting the number of drones allowed, or setting technical requirements, such as limits on decibel emissions. Just like with manned aviation, this will require a combination of technological advancements and the development of the right procedures.\"}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"h3\",{children:\"Conclusion\"}),/*#__PURE__*/e(\"p\",{children:\"After reading my thoughts above, you might think that I'm pessimistic about the future of the drone industry, but it's quite the opposite. Innovation always takes more time than initially anticipated, especially in a heavily regulated environment like aviation. The pace at which the regulatory frameworks for UAS operations and U-space have been established by EASA (and therefore the EU Member States) is remarkable. Of course, a lot of standards are still missing, and the industry cannot yet reach its full potential, but this is just a matter of a few years. Years that the industry also needs to develop new and improved technology, such as battery technology and quieter rotor designs, and to refine business cases, such as drone delivery and U-space. So, I'm actually very optimistic that the future of the drone industry is bright and that we as a society will greatly benefit from unmanned aviation technology.\"}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})})]});export const richText5=/*#__PURE__*/a(r.Fragment,{children:[/*#__PURE__*/e(\"p\",{children:\"\\xa9 Aerospace Manufacturing\"}),/*#__PURE__*/e(\"p\",{children:\"As of January 26, 2023, the U-space regulatory framework will become effective in Europe. However, the designation of U-space will not immediately follow. It is important for local governments, Air Navigation Service Providers (ANSPs), and Unmanned Aircraft System (UAS) operators to consider the effects of U-space airspace. This article focuses on the relationship between U-space and the Specific Operations Risk Assessment (SORA).\"}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"h3\",{children:\"SORA approach\"}),/*#__PURE__*/e(\"p\",{children:\"The SORA approach includes the Air Risk Model, which assesses the risk of an encounter with manned air traffic. The principle is based on defining the initial Air Risk Class (ARC) of the operational volume, while proper mitigations can reduce the initial ARC to a residual (final) ARC. Together with the Ground Risk Class (GRC), the final Specific Assurance and Integrity Level (SAIL) is determined. This outcome represents the risk of the UAS operations and the corresponding requirements (Operational Safety Objectives, OSOs) for the operation.\"}),/*#__PURE__*/e(\"p\",{children:\"The European Union Aviation Safety Agency (EASA) defines the ARC as a ''qualitative classification of the rate at which a UAS would encounter a manned aircraft in typical generalized civil airspace.'' The ARC can be divided into four levels (ARC-a, - b, -c, -d) with an increasing risk of a collision between a UAS and a manned aircraft. It can be determined using the decision tree as published in Regulation EU 2019/947 (Unmanned Aircraft Systems).\"}),/*#__PURE__*/e(\"p\",{children:\"Reducing the initial ARC can be achieved by applying strategic mitigations through operational restrictions (on the side of the UAS operator) or common structures and rules (e.g. airspace structure and/or traffic procedures). The residual risk can be further mitigated by means of tactical mitigations, which apply to Beyond Visual Line of Sight (BVLOS) operations. For (Extended) Visual Line of Sight flights, the \u2018see and avoid\u2019 principle can be maintained by keeping an eye on the UAS.\"}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"h3\",{children:\"U-space within the SORA model\\xa0\\xa0\"}),/*#__PURE__*/e(\"p\",{children:\"Within the SORA methodology, the Air Risk Model allows for mitigations that come from the services provided within U-space airspace. Since SORA 2.0 was published in the early stages of U-space development, the model did not further address the role of U-space within SORA. However, with the implementation of Regulation EU 2021/664 (U-space regulation) and the corresponding Acceptable Means of Compliance (AMC) and Guidance Material (GM), EASA provides a recommendation for the residual ARC after implementing U-space: ''It is recommended to apply a residual 'ARC-b' for U-space in both controlled and uncontrolled airspace.'' The competent authority will decide whether or not to adopt the recommendation. \"}),/*#__PURE__*/e(\"p\",{children:\"Without U-space, ARC-b is defined as the airspace below 500 ft in uncontrolled airspace over rural areas. The recommendation of ARC-b for U-space is based on having applied the strategic and tactical means that support the implementation of U-space airspace. Therefore, it must be demonstrated that the U-space airspace volume including the services is comparable to ARC-b operations to take advantage of the ARC reduction (a similar approach of reducing the ARC without U-space services).\"}),/*#__PURE__*/e(\"p\",{children:\"This operational condition (the reduction to ARC-b) will be determined through the U-space Airspace Risk Assessment. The risk assessment covers both ground and air risks and takes into account safety, privacy, security, and environmental aspects. The output of the risk assessment, including the output from stakeholder hearings, will result in a U-space Deployment plan to the Member state which includes the performance requirements of the U-space airspace.\"}),/*#__PURE__*/e(\"p\",{children:\"The following sections will further address the relationship between U-space and the SORA mitigations.\"}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"h3\",{children:\"Strategic U-space mitigations by common structure and rules\"}),/*#__PURE__*/e(\"p\",{children:\"The U-space flight authorization service (which is a mandatory U-space service) can be used as a strategic mitigation to separate UAS and manned aircraft (and other UAS flights). Since the UAS operator does not control the airspace volume, the operator must file a flight plan, which will be checked against planned and already airborne flights by the U-space Service Provider (USSP). It is an example of a mitigation through common airspace (U-space) structure. Based on the flight authorization process, the USSP guarantees separation through procedural control in the airspace.\"}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"h3\",{children:\"Tactical U-space mitigations\"}),/*#__PURE__*/e(\"p\",{children:\"While U-space is used as the traffic management system for UAS operations, initially below 500 ft, traditional manned aircraft may still operate within U-space if they comply with Regulation EU 2021/666 for e-conspicuity. The 666 Regulation requires manned aircraft, operating in U-space airspace, to make themselves electronically conspicuous to the USSP. This principle applies to uncontrolled airspace. \"}),/*#__PURE__*/e(\"p\",{children:\"For controlled airspace, Regulation EU 2021/665 is applicable. Since traffic in U- space airspace will be known (through the Network Identification service and detection systems), the risk of encounters with manned traffic can be mitigated by the Dynamic Reconfiguration concept. The concept aims to segregate manned and unmanned traffic within U-space airspace. It requires cooperation between the USSP (or multiple USSPs if applicable) and the ANSP.\"}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"h3\",{children:\"Tactical Mitigation Performance Requirements (TMPR)\"}),/*#__PURE__*/e(\"p\",{children:\"For BVLOS (Beyond Visual Line of Sight) operations, the UAS operator is required to demonstrate that it fulfils the TMPRs. U-space does not change this process, however, it provides additional ways and means of fulfilling the requirements for detection. The operator can rely on the U-space Traffic Information Service as a means to detect traffic in the area, so it supports UAS operators in avoiding collisions with manned (and unmanned) traffic. It, therefore, highlights the importance of the Traffic Information Service provided by the USSP to the UAS operator in relation to the air risk mitigation within the SORA.\\xa0\"}),/*#__PURE__*/e(\"p\",{children:\"However, the service does not give the USSP (or ANSP) responsibility for the operation. The UAS operator remains responsible for the safety of the flight and for meeting the U-space operational conditions. U-space is a way of mitigating the risk of a collision, but it still requires operators to apply for an operational authorization with the SORA approach.\"}),/*#__PURE__*/e(\"p\",{children:\"Based on the U-space Deployment plan (the result of the risk assessment and the output from the stakeholder hearings), the Member State may define additional, more demanding performance requirements than the TMPRs. This means that UAS operators should demonstrate the most demanding requirements (TMPRs or the U- space performance requirements) to the competent authority (as per SORA application) to obtain a European authorization to fly.\"}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"h3\",{children:\"Conclusion\"}),/*#__PURE__*/e(\"p\",{children:\"The SORA model allows for U-space as a way of mitigating the initial ARC. EASA recommends defining the residual ARC for U-space airspace as ARC-b, which represents the risk of encountering manned traffic below 500 ft in uncontrolled airspace over rural areas. The U-space services will allow for this way of mitigating the initial ARC, both strategically and tactically. Therefore, it is important to consider the performance criteria in relation to the SORA and TMPRs during the U- space Airspace Risk Assessment and to continuously monitor the performance criteria. This way, UAS operators are able to take advantage of the U-space services in relation to their SORA application.\"}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})})]});export const richText6=/*#__PURE__*/a(r.Fragment,{children:[/*#__PURE__*/e(\"p\",{children:\"U-Space represents the next major advancement for the drone industry. It will allow drone operators to conduct a large number of Beyond Visual Line of Sight (BVLOS) operations in complex environments, such as above cities and in controlled airspace. In 2022, the European Union Aviation Safety Agency (EASA) published the European regulatory framework for U-Space, which will take effect on January 26th, 2023. For local authorities, municipalities, provinces, member states, and all other relevant entities that may benefit from U-Space airspace, it is important to understand the reasons for establishing U-Space airspace.\"}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"h3\",{children:\"The U-Space concept\"}),/*#__PURE__*/e(\"p\",{children:\"As of 2023, member states have the ability to designate U-Space airspace to specific areas of the existing airspace. In U-Space airspace, traffic is controlled by a U-Space service provider, while the traditional air traffic management system (ATM) is still overseen by air traffic controllers. However, the capacity for drone operations is often limited due to the workload of radio communication.\"}),/*#__PURE__*/e(\"p\",{children:\"U-Space is defined as a set of specific services and procedures designed to ensure safe and efficient access to airspace. It relies on a high level of digitalization and automation. Within designated U-Space airspace, four mandatory services will be provided to guarantee safe and efficient operations:\"}),/*#__PURE__*/a(\"ul\",{children:[/*#__PURE__*/a(\"li\",{\"data-preset-tag\":\"p\",children:[/*#__PURE__*/e(\"p\",{children:\"Network Identification Service This service provides the identity of operations in U-Space airspace. Moreover, the location and trajectory of the drone during the operation is visible for monitoring and management purposes.\"}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})})]}),/*#__PURE__*/a(\"li\",{\"data-preset-tag\":\"p\",children:[/*#__PURE__*/e(\"p\",{children:\"Geo-awareness Service With the geo-awareness service, the drone is always aware of the operational environment. Examples of this include airspace limitations (e.g. no-fly zones) or time limitations due to other traffic.\"}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})})]}),/*#__PURE__*/e(\"li\",{\"data-preset-tag\":\"p\",children:/*#__PURE__*/e(\"p\",{children:\"Flight Authorization Service Before each flight, the flight authorization service will ensure that the intended trajectory is free of conflicts. It is also referred to as strategic deconfliction.\"})}),/*#__PURE__*/a(\"li\",{\"data-preset-tag\":\"p\",children:[/*#__PURE__*/e(\"p\",{children:\"Traffic Information Service During the flight, traffic information service must be provided in the U-Space airspace. If there are any other aircraft nearby, the traffic information service must alert the operator.\"}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})})]})]}),/*#__PURE__*/e(\"p\",{children:\"These services are provided by the U-Space Service Provider, which is a special company that's been certified and approved. But before U-Space can be used, airspace needs to be designated for it.\"}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"h3\",{children:\"Not just for safety\"}),/*#__PURE__*/e(\"p\",{children:\"With the increasing number of drones in more complex situations and operations, safety is an important reason to establish U-Space. In the coming years, drone operations beyond the sight of a pilot (BVLOS) will increase, as will the size and weight of the drones themselves. Therefore, the risk of integrating drones into the existing airspace without the introduction of a new traffic management concept will also increase. This risk is particularly significant in complex environments such as airport and heliport environments or populated cities.\"}),/*#__PURE__*/e(\"p\",{children:\"However, the reasons for establishing U-Space are not limited to safety. Environmental, security, privacy or economy factors may also necessitate the creation of a controlled airspace for drone operations. From an environmental perspective, limiting traffic density may be a reason, while flights over sensitive sites may be restricted for security purposes.\"}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"h3\",{children:\"Taking all stakeholders into account\"}),/*#__PURE__*/e(\"p\",{children:\"However, activating U-Space requires authorities to undergo a rigorous process known as the 'Coordination Mechanism.' This mechanism includes conducting an Airspace Risk Assessment, taking into account various data sources and information from stakeholders. Since the reasons for establishing U-Space can vary or may include multiple factors, the process for establishing U-Space considers input from all stakeholders. By incorporating both aviation and non-aviation stakeholders, data can be gathered to design the U-Space airspace in the most efficient manner.\"}),/*#__PURE__*/e(\"p\",{children:'This process within the Coordination Mechanism should culminate in a decision to implement U-Space or not, a \"green\" or \"red\" light. Therefore, proper preparation is essential.'}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"h3\",{children:\"How AirHub can assist in the process\"}),/*#__PURE__*/a(\"p\",{children:[\"With operational and legal expertise and experience in both manned and unmanned aviation, AirHub can assist Civil Aviation Authorities (CAAs), Air Navigation Service Providers (ANSPs), and local governments in the process of establishing U-Space. AirHub can advise on whether U-Space may be a solution for any Safety, Security, Environmental, Privacy or Economy concerns. At AirHub, we have also established a workflow to perform Airspace Risk Assessments in a compliant and efficient manner. In this way, we can support CAAs, ANSPs, and local governments in the process of establishing U-Space. For an example of how AirHub has assisted in a large scaled European project, check out or \",/*#__PURE__*/e(i,{href:\"https://www.airhub.app/usecase/integrating-multiple-drones-in-u-space-airspace\",motionChild:!0,nodeId:\"J6Fypw8fr\",openInNewTab:!0,relValues:[],scopeId:\"contentManagement\",smoothScroll:!1,children:/*#__PURE__*/e(t.a,{children:\"AMU-LED case\"})}),\".\"]}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})})]});export const richText7=/*#__PURE__*/a(r.Fragment,{children:[/*#__PURE__*/e(\"p\",{children:\"Since the introduction of the EASA legislation and regulations, your Civil Aviation Authority (CAA) has decided to audit drone operators on a regular basis. A date is agreed upon for this visit, during which CAA will come by to carry out the audit. Various topics are discussed during this audit. This includes checking documents, viewing flight logs, asking function-specific questions, et cetera. In this blog, we'll discuss this in more detail so that you're always ready for an audit.\"}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"h2\",{children:\"Why are the audits done?\"}),/*#__PURE__*/e(\"p\",{children:\"Audits are common in the world of (manned) aviation, without them aviation would be a lot less safe. It's important to understand what happens in practice, what works and what doesn't. They're always looking for how the legislation and regulations can be further improved. This has been done for manned aviation for decades, but is still fairly new for unmanned aviation. The CAA also comes by to learn for itself. This is to see how, for example, the approved procedures in the manual are carried out in practice.\"}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"h2\",{children:\"What happens during an audit?\"}),/*#__PURE__*/e(\"p\",{children:\"During an audit, inspectors from the CAA visit the site. During this visit, they check if the processes and procedures in the manual are carried out as described. They'll check the documents (such as training and insurance certificates), view the flight logs and ask substantive questions to the responsible persons. For this reason, the people with the following positions must be present:\"}),/*#__PURE__*/a(\"ul\",{children:[/*#__PURE__*/e(\"li\",{\"data-preset-tag\":\"p\",children:/*#__PURE__*/e(\"p\",{children:\"Accountable Manager\"})}),/*#__PURE__*/e(\"li\",{\"data-preset-tag\":\"p\",children:/*#__PURE__*/e(\"p\",{children:\"Flight Operations Manager\"})}),/*#__PURE__*/e(\"li\",{\"data-preset-tag\":\"p\",children:/*#__PURE__*/e(\"p\",{children:\"Safety Manager\"})})]}),/*#__PURE__*/e(\"p\",{children:\"The CAA will try to do an audit when a flight is planned. This way they can see how it's implemented and if everything is going according to procedure. If it's not possible to plan this during a flight, they'll check the most recently operated flight or ask you to plan a (potential) flight.\"}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"h2\",{children:\"What questions can you expect?\"}),/*#__PURE__*/e(\"p\",{children:\"The questions asked by the CAA will concern various subjects. The most important questions will be about the content of the manual. They'll check if you know how to apply the manual in practice, and if you know the appropriate protocols and procedures. The questions may also concern EASA legislation and the conversion from national to European legislation.\"}),/*#__PURE__*/e(\"p\",{children:\"Each position within the organization also comes with a different set of questions, as each position also has a different set of tasks. The questions will thus be tailored to the tasks the person handles. For the Safety Manager this can, for example, concern how incidents and accidents are dealt with, when and how this is reported and whether this is done in accordance with the guidelines of European legislation.\"}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"h2\",{children:\"Which documents are checked?\"}),/*#__PURE__*/e(\"p\",{children:\"During the audit, the CAA will check for the operational obligations. This includes the following documents:\"}),/*#__PURE__*/a(\"ul\",{children:[/*#__PURE__*/e(\"li\",{\"data-preset-tag\":\"p\",children:/*#__PURE__*/e(\"p\",{children:\"Emergency Response Plan\"})}),/*#__PURE__*/e(\"li\",{\"data-preset-tag\":\"p\",children:/*#__PURE__*/e(\"p\",{children:\"Operational Plan(s)\"})}),/*#__PURE__*/e(\"li\",{\"data-preset-tag\":\"p\",children:/*#__PURE__*/e(\"p\",{children:\"Checklists, Operational Manuals (e.g. A and B)\"})}),/*#__PURE__*/e(\"li\",{\"data-preset-tag\":\"p\",children:/*#__PURE__*/e(\"p\",{children:\"Flight Logs\"})})]}),/*#__PURE__*/e(\"p\",{children:\"It's also important to have the management of (internal) incidents in order during an audit. This includes noting which incidents and accidents have occurred, and how these were dealt with (implementation of improvements).\"}),/*#__PURE__*/e(\"p\",{children:\"Finally, they'll check if the maintenance of your drones is up-to-date. For example, what maintenance has been carried out in the past, whether the drones that will fly are current, and what maintenance is scheduled for the future.\"}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"h2\",{children:\"How do you ensure that you are always ready for an audit?\"}),/*#__PURE__*/a(\"p\",{children:[\"Make sure you always have all the necessary documents in order, keeping them up-to-date will save you a lot of work. The workflow within the \",/*#__PURE__*/e(i,{href:\"https://www.airhub.app/drone-operation-center\",motionChild:!0,nodeId:\"J6Fypw8fr\",openInNewTab:!0,relValues:[],scopeId:\"contentManagement\",smoothScroll:!1,children:/*#__PURE__*/e(t.a,{children:\"AirHub software\"})}),\" ensures that many of the necessary documents are ready for you. Everything comes together in one organized and structured place. From the automatic logging of flight to having all your \",/*#__PURE__*/e(i,{href:\"https://www.airhub.app/checklists\",motionChild:!0,nodeId:\"J6Fypw8fr\",openInNewTab:!0,relValues:[],scopeId:\"contentManagement\",smoothScroll:!1,children:/*#__PURE__*/e(t.a,{children:\"checklists\"})}),\" and \",/*#__PURE__*/e(i,{href:\"https://www.airhub.app/library\",motionChild:!0,nodeId:\"J6Fypw8fr\",openInNewTab:!0,relValues:[],scopeId:\"contentManagement\",smoothScroll:!1,children:/*#__PURE__*/e(t.a,{children:\"documents\"})}),\" in order.\"]}),/*#__PURE__*/e(\"p\",{children:\"As soon as the documents have to be transferred to the CAA, you can export everything to a PDF document with the click of a button.\"}),/*#__PURE__*/a(\"p\",{children:[\"If you have any additional questions after reading this blog, make sure to reach out to us! Fill in the \",/*#__PURE__*/e(i,{href:\"https://www.airhub.app/get-in-touch\",motionChild:!0,nodeId:\"J6Fypw8fr\",openInNewTab:!0,relValues:[],scopeId:\"contentManagement\",smoothScroll:!1,children:/*#__PURE__*/e(t.a,{children:\"contact form\"})}),\" or \",/*#__PURE__*/e(i,{href:\"https://www.airhub.app/request-a-demo\",motionChild:!0,nodeId:\"J6Fypw8fr\",openInNewTab:!0,relValues:[],scopeId:\"contentManagement\",smoothScroll:!1,children:/*#__PURE__*/e(t.a,{children:\"schedule a demo\"})}),\" if you're curious about what our software can mean for your drone operations.\"]}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})})]});export const richText8=/*#__PURE__*/a(r.Fragment,{children:[/*#__PURE__*/e(\"p\",{children:\"In just a few years, urban air mobility will be a reality, letting people travel conveniently in a way more suited to cities and their residents. Integrating these big future drones safely into our urban airspace requires a lot of coordination and a great deal of testing. Within the next few months, the European project AMU-LED will carry out several demonstration flights in urban environments in the United Kingdom, the Netherlands and Spain.\"}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:\"What if the future were to have ambulances transporting patients and critical medicines by air? What if firefighters could tackle fires safely and efficiently without putting human lives in danger? A future where people can travel faster and more efficiently from point to point, with better and optimised services for cities and their residents. That future is not a mere vision \u2013 it is a reality that will come to us in a matter of years: Urban Air Mobility (UAM). UAM is a transformational mobility concept for urban areas, using various types of drones to perform any type of mission that aims to improve the welfare of individuals and organisations.\"}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/a(\"p\",{children:[/*#__PURE__*/e(\"strong\",{children:\"U-space\"}),\" \",/*#__PURE__*/e(\"br\",{}),\"One of the key enablers for UAM is U-space, an air traffic management framework to enable the safe and secure integration of drones. Just like the air traffic management system for general aircraft, U-space will ensure that drone operations are carried safely and efficiently. However, the system will be more automated than current air traffic control, with less human interaction and the capacity to handle more flights simultaneously. U-space can be defined as a set of specific services and procedures designed to ensure safe and efficient access to airspace for a large number of drones that embody high levels of digitalisation and automation.\"]}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/a(\"p\",{children:[/*#__PURE__*/e(\"strong\",{children:\"Scenarios in urban environments\"}),\" \",/*#__PURE__*/e(\"br\",{}),\"A lot of work has been put into developing U-space and UAM through research and innovation projects and technological developments. One of these initiatives is the \",/*#__PURE__*/e(i,{href:\"https://amuledproject.eu/\",motionChild:!0,nodeId:\"J6Fypw8fr\",openInNewTab:!0,relValues:[],scopeId:\"contentManagement\",smoothScroll:!1,children:/*#__PURE__*/e(t.a,{children:\"AMU-LED project\"})}),\" \u2013 a very large-scale demonstration (VLD) project funded by the SESAR Joint Undertaking under the European Union\u2019s Horizon 2020 research and innovation programme. AMU-LED will demonstrate the safe integration of manned and unmanned aircraft through the deployment of U-space, with the ultimate goal of realising increasingly sustainable smart cities. This will be done by performing flight demonstrations with various scenarios, situations and use cases in urban environments.\"]}),/*#__PURE__*/e(\"p\",{children:\"In these demos, the project will use large electrical Vertical Take-off and Landing (eVTOL) platforms for passenger and cargo transport, combined with smaller Unmanned Aerial Systems (UAS) performing delivery of goods and medical supplies, surveillance or support for emergency services.\"}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/a(\"p\",{children:[/*#__PURE__*/e(\"strong\",{children:\"Objectives of AMU-LED\"}),\" \",/*#__PURE__*/e(\"br\",{}),\"The project started two years ago in January 2020 with two main objectives of the project to demonstrate the safe interaction of UAM with other airspace users and to demonstrate safe UAM flight. After thorough preparation the flight demonstrations that will take place within AMU-LED can be considered as the final product of the project, putting into practice the concept of operations, use cases, scenarios, system architecture and the U-space system that will be defined in the project.\"]}),/*#__PURE__*/e(\"p\",{children:\"\u201CAfter having carried out an impressive amount of work, where our consortium devised and implemented cutting edge concepts of operations for UAM, prepared futuristic yet round the corner use cases such as air commute shuttle or last-mile parcel delivery, and integrated innovative unmanned traffic management services, at last we are ready for take-off\u201D, clarifies Pablo Men\\xe9ndez-Ponte Alonso, project leader UTM of NTT DATA Spain that coordinates the European consortium of 17 different enitities that take part in the AMU-LED project. \u201CCranfield is our first although essential demonstration, as it will allow us to understand the readiness of this technology by confronting the actual challenge.\u201D\"}),/*#__PURE__*/e(\"p\",{children:\"Eventually there will be seven demonstrations in total, taking place throughout summer of 2022, in Cranfield (UK), Amsterdam (NL), Enschede (NL), Rotterdam (NL), and Santiago de Compostela (SP).\"}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/a(\"p\",{children:[/*#__PURE__*/e(\"strong\",{children:\"Exchange of information\"}),\" \",/*#__PURE__*/e(\"br\",{}),\"The variety in locations allows the project to test and demonstrate several relevant aspects in different ways, for instance assessing the most efficient way to exchange information between actors (such as the drones, their pilots and the air traffic management system). The project will test two different concepts for distributing relevant data: a centralised and a decentralised architecture. The decentralised architecture will be tested in Cranfield, Enschede and Rotterdam, and the centralised architecture will be tested in Amsterdam and Santiago de Compostela.\"]}),/*#__PURE__*/e(\"p\",{children:\"The information to be exchanged concerns all kinds of data, e.g. strategic and tactical information prior to and during the flight, tracking data (real-time information about the position of the drone), advisory tactical deconfliction service (information to avoid any conflicts prior to the flight and during the flight), and weather and CNS (Communication, Navigation and Surveillance) data.\"}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/a(\"p\",{children:[/*#__PURE__*/e(\"strong\",{children:\"What can be expected during the demonstrations?\"}),\" \",/*#__PURE__*/e(\"br\",{}),\"Additionally, as U-space and UAM are still concepts that are under development, AMU-LED followed the three pillars of innovation \u2013 feasibility, viability and desirability \u2013 to ensure that the demonstrations cover the bases for an effective implementation of UAM.\"]}),/*#__PURE__*/e(\"p\",{children:\"In June the demonstrations start with the feasibility case in Cranfield, proving the readiness of the AMU-LED solution, technologies, and systems. These tests are led by Cranfield University, and will take place at Cranfield Airport, a unique facility which has its own Air Navigation Service Provider and air traffic controllers, and its own pilots and aircraft. This demonstration will be a prerequisite for the subsequent demonstrations, proving that the AMU-LED solution is ready and safe to be tested in more complex environments. A second part of the Cranfield demonstration will take place in September.\"}),/*#__PURE__*/e(\"p\",{children:\"After proving the feasibility of the AMU-LED solution, in August the project will continue testing the desirability of its solution in Amsterdam and Enschede, focusing on public acceptance and social impact.\"}),/*#__PURE__*/e(\"p\",{children:\"In Amsterdam, the tests are led by the Royal Netherlands Aerospace Centre (NLR) and will take place in the heart of the city, at the Marineterrein. Using a focus group to gather data, the team will perform various flight demonstrations, testing different aspects of U-space and certain public acceptance indicators such as noise nuisance, perceived safety, trust in the technology, privacy concerns or visual pollution. Mitigation measures for the concerns raised by the focus group will be proposed on the basis of the data gathered.\"}),/*#__PURE__*/e(\"p\",{children:\"Enschede will follow, demonstrating the social impact of UAM. Space53, a test and innovation centre for unmanned systems, is in charge of this demonstration, which will take place between the Space53 location at Technology Base and Twente Airport, and the city of Enschede. Showcasing various socially relevant use cases such as medical delivery, firefighting or police surveillance, this demonstration will prove the social impact that UAM will create when implemented.\"}),/*#__PURE__*/e(\"p\",{children:\"In Rotterdam, the economic viability of UAM will be demonstrated also in August. This test is being coordinated by AirHub and will take place in the port area of the city. It will be done in collaboration with the Port of Rotterdam Authority, which wants to investigate the viability of transporting ships\u2019 crews directly from the vessel to the hotel. Other use cases will be showcased as well, flying different UAVs and VTOL aircraft.\"}),/*#__PURE__*/e(\"img\",{alt:\"\",className:\"framer-image\",height:\"408\",src:\"https://framerusercontent.com/images/5Sh0bfZRgIsXriQjCci8ecU1phw.png\",srcSet:\"https://framerusercontent.com/images/5Sh0bfZRgIsXriQjCci8ecU1phw.png?scale-down-to=512 512w,https://framerusercontent.com/images/5Sh0bfZRgIsXriQjCci8ecU1phw.png?scale-down-to=1024 1024w,https://framerusercontent.com/images/5Sh0bfZRgIsXriQjCci8ecU1phw.png 1184w\",style:{aspectRatio:\"1184 / 816\"},width:\"592\"}),/*#__PURE__*/e(\"p\",{children:\"The city of Santiago de Compostela will host the final demonstration of AMU-LED, where all the previous aspects \u2013 feasibility, viability and desirability \u2013 come together in a big final show. Coordinated by the technology centre ITG \u2013 Fundaci\\xf3n Instituto Tecnol\\xf3gico de Galicia the demonstration will focus on the correct implementation of all the aspects in urban environments, as the final showcase of how U-space can enable Urban Air Mobility. This will be demonstrated in September and in October.\"}),/*#__PURE__*/e(\"p\",{children:\"Throughout these demonstrations, the project team will gather data about the various aspects being tested, which will then be analysed. This will let the project draw up results for the further development of U-space, providing information about the most efficient way for U-space to enable UAM, providing a safe, effective and viable solution for smart cities.\"}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"em\",{children:\"This project has received funding from the SESAR Joint Undertaking (JU) under grant agreement No 101017702. The JU receives support from the European Union\u2019s Horizon 2020 research and innovation programme and the SESAR JU members other than the Union.\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})})]});export const richText9=/*#__PURE__*/a(r.Fragment,{children:[/*#__PURE__*/e(\"p\",{children:\"With the EASA regulatory framework that became effective on the first of January this year, UAS operations are divided into three categories. While most drone operators are currently focussing on the Open and Specific Category, many manufacturers and even some operators have started their preparations towards operating in the Certified Category.\"}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"strong\",{children:\"What does the Certified category look like?\"})}),/*#__PURE__*/e(\"p\",{children:\"Operations within this category are classified as unmanned flights with the highest level of risk. So, this category will include all operations where the risk cannot be mitigated to an acceptable level with the risk based approach that is applied through the SORA in the Specific Category. These flights include for example passenger flights, flights over assemblies of people and UAS operations carrying dangerous goods this. These certified operations will be further divided into three types of operations by EASA:\"}),/*#__PURE__*/a(\"ol\",{children:[/*#__PURE__*/e(\"li\",{\"data-preset-tag\":\"p\",children:/*#__PURE__*/e(\"p\",{children:\"International flights with certified cargo drones conducted under instrument flight rules, similar to current international cargo flights.\"})}),/*#__PURE__*/e(\"li\",{\"data-preset-tag\":\"p\",children:/*#__PURE__*/e(\"p\",{children:\"Operations in an urban or rural environment in U-Space airspace, which include cargo or passenger flights.\"})}),/*#__PURE__*/a(\"li\",{\"data-preset-tag\":\"p\",children:[/*#__PURE__*/e(\"p\",{children:\"Drone operations with the presence of a pilot on board, comparable with the operations as mentioned in #2. Also, operations within Specific Assurance and Integrity Level (SAIL) V and VI of the Specific Category will fall into this category.\"}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})})]})]}),/*#__PURE__*/e(\"p\",{children:\"For all of the above mentioned operations, regulations will be very similar to the current legislative framework for manned aviation. So what can we expect?\"}),/*#__PURE__*/e(\"p\",{children:\"Drones, or electrical Vertical Take-Off and Landing (eVTOL) aircraft, always need a type certificate and a certificate of airworthiness. Furthermore, the operator will need an operational approval, and the remote pilot will need a pilot license. But regulations are not limited to the operator. Since operations need to be facilitated with drone airports, called vertiports, EASA will also set operational requirements for take-off and landing facilities.\"}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"strong\",{children:\"What are the next steps?\"})}),/*#__PURE__*/e(\"p\",{children:\"First, EASA will come up with a opinion that will cover certification aspects for operation type #3 mentioned above, these will also be applicable to UAS operations in the high-risk categories (SAIL V and VI) within the Specific Category. EASA expects to publish this opinion at the end of 2022. Next, a second opinion will be published for both operation types #1 and #2, which is expected to be published at the beginning of 2024.\"}),/*#__PURE__*/e(\"p\",{children:\"So It will take some time before a regulatory framework for Urban Air Mobility becomes effective, however, in the third quarter of 2025 (as planned by EASA) the regulations for an unmanned UAM flights will be be published and in effect. Until then, we have to validate the business case for UAM, the technical feasibility and think about the social impact that UAM will have on our society and take the necessary steps to become operational in about five years.\"}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"strong\",{children:\"How we prepare ourselves for the Certified Category at AirHub\"})}),/*#__PURE__*/e(\"p\",{children:\"At AirHub, we are always improving our products and services. Our team of experienced software developers are working on several integrations to facilitate Certified Category operations in our Drone Operations Centre in the near future. Together with our partner Altitude Angel, for example, we are working on a full U-Space and UTM integration in both Europe and the United States. In the meantime our consultancy team is already gaining a lot of experience with drone operations in the Specific Category and is preparing for the first UAM flights in the Netherlands as part of the SESAR JU AMU-LED project. And as project manager of the Dutch Drone Delta we are working towards incorporating Urban Air Mobility as a positive, sustainable and accepted, social, economic and environmental form of mobility into society.\"}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})})]});export const richText10=/*#__PURE__*/a(r.Fragment,{children:[/*#__PURE__*/e(\"p\",{children:\"Safety is one of the top priorities in aviation, including drone operations. Risk-based operational assessments (such as SORA in the drone industry) with corresponding mitigations in the Operations Manual, training, checklists, etc. contribute to the high level of safety that has been achieved in manned aviation. To start operating Unmanned Aircraft Systems (UAS), you are also required to comply with regulations set by international, such as EASA and the FAA, and national authorities. However, being, and more specifically staying, compliant might be an underestimated part of drone operations.\"}),/*#__PURE__*/e(\"p\",{children:\"In the (manned) aviation industry, it has been proven that efficient and effective data collection and processing are critical to enable safe operations. Data collection is one of the key elements that is part of a compliant organisation. The Federal Aviation Authority (FAA) has defined a compliancy philosophy, which emphasises the need for collaboration within the aviation community, and organisations in it, to share data about safety issues. One of the goals of this philosophy is to identify safety issues that underlie deviations from standards. The next step is to correct these issues efficiently and effectively in the shortest time span.\"}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"strong\",{children:\"Why do we want to achieve a \u2018logging culture\u2019 in drone operations?\"})}),/*#__PURE__*/e(\"p\",{children:\"To stay compliant, you are required by law to log your flights. The European authority EASA requires that all flight operations should be (electronically) logged for a period of two years by the UAS operator. The required data includes all flight characteristics, incident or accident reports and maintenance logs. But there are more arguments to consistently log your drone operations.\"}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"strong\",{children:\"Operational logging\"})}),/*#__PURE__*/e(\"p\",{children:\"In manned aviation, almost every pilot keeps a logbook. A logbook is the indispensable diary of a pilot\u2019s training, career, and flight journeys. It not only records where a pilot has flown, but also who he or she has flown with, the number of hours, how many landings were undertaken, the kinds of instrument approaches and what kind of airplane he or she was flying in. Due to the short flight times in drone operations, logging all your flights can be a struggle for operators. However, remember that you do not only log your flights because it is required by law, but also because it is your own \u2018proof of experience\u2019!\"}),/*#__PURE__*/e(\"p\",{children:\"We know that \u2018it is better to be safe than sorry\u2019, so regularly maintaining your fleet of drones and all other equipment will increase safety across your organisation. Insights in the history of your drone can be very useful to look ahead for any component replacements. It will save you time and costs by being prepared for your drone\u2019s maintenance activities. So, it is also essential from an operational and technical point of view to log your drone operations within your organisation.\"}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"strong\",{children:\"Incident or Accident logging\"})}),/*#__PURE__*/e(\"p\",{children:\"Lastly, Civil Aviation Authorities require you to report any incidents or accidents related to your drone operations. Types of reports can be, but are not limited to, incidents such as unsafe or special situations in the air (e.g. a near collision with other aircraft). Therefore, the \u2018Just Culture\u2019 principle is essential in your organisation. In the manned aviation industry, it has also taken some years to accept this as normal working practice in day to day operations. The principle of \u2018Just Culture\u2019 supports learning from hazards (including incident or accidents) through structural sharing of safety information - instead of blaming the person(s) who caused it - to prevent future accidents. So, besides meeting legal requirements, logging and reporting also enhances your company\u2019s safety culture.\"}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"strong\",{children:\"How AirHub can help\"})}),/*#__PURE__*/a(\"p\",{children:[\"At AirHub we have guided many organizations across various industries with setting up a safe, efficient and compliant drone operation. We can deliver a combination of consultancy and online tools to get your operation approved by the CAA, but also to \",/*#__PURE__*/e(\"em\",{children:\"stay\"}),\" compliant. AirHub's Ground Control Apps enable you to instantly log all flight times, schedule maintenance actions and report incidents in the field. But the mobile applications for \",/*#__PURE__*/e(i,{href:\"https://apps.apple.com/app/airhub-drone-operations-app/id1438499068\",motionChild:!0,nodeId:\"J6Fypw8fr\",openInNewTab:!0,relValues:[],scopeId:\"contentManagement\",smoothScroll:!1,children:/*#__PURE__*/e(t.a,{children:\"iOS\"})}),\" and \",/*#__PURE__*/e(i,{href:\"https://play.google.com/store/apps/details?id=nl.airhub\",motionChild:!0,nodeId:\"J6Fypw8fr\",openInNewTab:!0,relValues:[],scopeId:\"contentManagement\",smoothScroll:!1,children:/*#__PURE__*/e(t.a,{children:\"Android\"})}),\" are not limited to the required logging of personal flight hours, also management of teams, maintenance reporting and incident management are features that are used a lot. You can download the free AirHub application or log in to the online \",/*#__PURE__*/e(i,{href:\"https://dashboard.airhub.app/\",motionChild:!0,nodeId:\"J6Fypw8fr\",openInNewTab:!0,relValues:[],scopeId:\"contentManagement\",smoothScroll:!1,children:/*#__PURE__*/e(t.a,{children:\"Dashboard\"})}),\" to encourage a \u2018logging culture\u2019 in your organisation. By downloading the app you will not only have an easy to use and comprehensive drone logbook, but also a complete compliance system for your drone operations. Our enterprise customers will furthermore profit from advanced features such as live streaming, AI recognition and even remote operations.\"]}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})})]});export const richText11=/*#__PURE__*/a(r.Fragment,{children:[/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"strong\",{children:\"What is a SORA risk analyses and how can it help you in setting up an Operating Manual for your drone operation in the Specific Category?\"})}),/*#__PURE__*/a(\"p\",{children:[\"The Specific Operations Risk Assessment (\",/*#__PURE__*/e(i,{href:\"https://www.airhub.app/news/hashtags/SORA\",motionChild:!0,nodeId:\"J6Fypw8fr\",openInNewTab:!1,relValues:[],scopeId:\"contentManagement\",smoothScroll:!1,children:/*#__PURE__*/e(t.a,{children:\"#SORA\"})}),\") was developed by JARUS (the Joint Authorities for Rulemaking on Unmanned Systems) to provide drone operators a methodology for the risk assessment required to apply for an authorization to operate an Unmanned Aircraft System (\",/*#__PURE__*/e(i,{href:\"https://www.airhub.app/news/hashtags/UAS\",motionChild:!0,nodeId:\"J6Fypw8fr\",openInNewTab:!1,relValues:[],scopeId:\"contentManagement\",smoothScroll:!1,children:/*#__PURE__*/e(t.a,{children:\"#UAS\"})}),\") within the specific category.\"]}),/*#__PURE__*/e(\"p\",{children:\"The SORA proposes risk barriers to prevent the operation from going out of control and provides harm barriers in case the operation does get out of control (e.g. an emergency response plan). The SORA process starts with defining an operational volume by the operator in which the drone operation takes place. This operational volume is related to airspace adjacent to it and the surrounding area on the ground. The SORA includes both a Ground Risk Model and an Air Risk Model to determine risks to the surrounding area and the adjacent airspace, and to propose mitigating measures that can decrease those risks.\"}),/*#__PURE__*/e(\"blockquote\",{children:/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"em\",{children:\"The SORA provides drone operators with the risk assessment methodology required to support the application for an authorization of a drone operation in the Specific Category.\"})})}),/*#__PURE__*/e(\"p\",{children:\"In this article we will tell you more about the methodology behind the SORA and how this can help you set up an Operating Manual for your drone operation.\"}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"strong\",{children:\"The Concept of Operations (ConOps)\"})}),/*#__PURE__*/a(\"p\",{children:[\"The first step in the SORA process is describing the Concept of Operations (\",/*#__PURE__*/e(i,{href:\"https://www.airhub.app/news/hashtags/ConOps\",motionChild:!0,nodeId:\"J6Fypw8fr\",openInNewTab:!1,relValues:[],scopeId:\"contentManagement\",smoothScroll:!1,children:/*#__PURE__*/e(t.a,{children:\"#ConOps\"})}),\") for the drone operation that you want to carry out. This ConOps requires you to collect and provide sufficient technical, operational and human information related to the intended use of the UAS. The ConOps should not only be a description of your operation but also provide insight into the operational safety culture at the organization.\"]}),/*#__PURE__*/e(\"p\",{children:\"Basically you will need to describe the who's, what's and where's of the operation that you intend to carry out. For this you will need information about the drone and supporting equipment that will be used, you will need to know who will pilot the drone (and what his/her qualifications are), how the organization will make sure that the operation is conducted safely and where the operation will take place (e.g. the airspace classification and the area that will be overflown).\"}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"strong\",{children:\"Determining the Ground Risk Class (GRC)\"})}),/*#__PURE__*/a(\"p\",{children:[\"The UAS ground risk relates to the unmitigated risk of a person being struck by the drone (in case of loss of control) and is represented in the SORA by eleven Ground Risk Classes (\",/*#__PURE__*/e(i,{href:\"https://www.airhub.app/news/hashtags/GRC\",motionChild:!0,nodeId:\"J6Fypw8fr\",openInNewTab:!1,relValues:[],scopeId:\"contentManagement\",smoothScroll:!1,children:/*#__PURE__*/e(t.a,{children:\"#GRC\"})}),\"). The initial GRC is derived only from the dimensions and kinetic energy of the drone, the type of operation (\",/*#__PURE__*/e(i,{href:\"https://www.airhub.app/news/hashtags/VLOS\",motionChild:!0,nodeId:\"J6Fypw8fr\",openInNewTab:!1,relValues:[],scopeId:\"contentManagement\",smoothScroll:!1,children:/*#__PURE__*/e(t.a,{children:\"#VLOS\"})}),\" or \",/*#__PURE__*/e(i,{href:\"https://www.airhub.app/news/hashtags/BVLOS\",motionChild:!0,nodeId:\"J6Fypw8fr\",openInNewTab:!1,relValues:[],scopeId:\"contentManagement\",smoothScroll:!1,children:/*#__PURE__*/e(t.a,{children:\"#BVLOS\"})}),\") and the operational scenario (operations over an unpopulated or populated area, if the area is controlled or if the area includes a gathering of people).\"]}),/*#__PURE__*/a(\"p\",{children:[\"The unmitigated risk of a person being struck by the UAS can be controlled and reduced by means of mitigations. This can, for example, be done by having an effective Emergency Response Plan (\",/*#__PURE__*/e(i,{href:\"https://www.airhub.app/news/hashtags/ERP\",motionChild:!0,nodeId:\"J6Fypw8fr\",openInNewTab:!1,relValues:[],scopeId:\"contentManagement\",smoothScroll:!1,children:/*#__PURE__*/e(t.a,{children:\"#ERP\"})}),\") in place. It is also possible to reduce the GRC by the limiting the effect of the ground impact of the drone by installing an emergency parachute. A third option is to have effective technical containments in place (e.g. active geofencing).\"]}),/*#__PURE__*/e(\"p\",{children:\"Each risk mitigation (or lack off) provides the you with a factor (+1 to -4) that can be added to the initial GRC to determine the final Ground Risk Class. When the final GRC is determined, the next step is to look at the air risks for the operation.\"}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"strong\",{children:\"Determining the Air Risk Class (ARC)\"})}),/*#__PURE__*/a(\"p\",{children:[\"The Air Risk Class (\",/*#__PURE__*/e(i,{href:\"https://www.airhub.app/news/hashtags/ARC\",motionChild:!0,nodeId:\"J6Fypw8fr\",openInNewTab:!1,relValues:[],scopeId:\"contentManagement\",smoothScroll:!1,children:/*#__PURE__*/e(t.a,{children:\"#ARC\"})}),\") is a generalized qualitative classification of the rate at which a drone would encounter a manned aircraft in a typical civil airspace. It provides an initial indication of the collision risk for the airspace, before mitigations are applied. The ARC can found by answering questions in the SORA flow chart about the altitude of the operation, if the operation is in controlled or uncontrolled airspace, if the operation takes place near an airport and if urban or rural areas are overflown.\"]}),/*#__PURE__*/e(\"p\",{children:\"The flow chart will tell the you what the initial ARC (A - D) is for the intended operation. However, the ARC is a generalized classification, so you - the operator could - consider that the qualification is too high for the conditions within the intended operational volume. If this is the case you can apply strategic and tactical mitigations to lower the ARC.\"}),/*#__PURE__*/e(\"p\",{children:\"Strategic mitigation generally consists of procedures and operational restrictions aimed at mitigating risk by reducing the drones encounter rate, or time of exposure, prior to take-off. Strategic mitigations are divided between mitigation which can be controlled by the operator (strategic mitigation by operational restrictions) and those which cannot (strategic mitigation by structures and rules).\"}),/*#__PURE__*/a(\"p\",{children:[\"Tactical mitigation generally consists of mitigations that are applied after takeoff and take the form of a \u201Cmitigating feedback loop.\u201D A mitigating feedback loop is a dynamic system employed to reduce the rate of collision by continuously modifying the geometry and dynamics of aircraft in conflict in an airspace, based on updated aircraft conflict information such as air traffic control (\",/*#__PURE__*/e(i,{href:\"https://www.airhub.app/news/hashtags/ATC\",motionChild:!0,nodeId:\"J6Fypw8fr\",openInNewTab:!1,relValues:[],scopeId:\"contentManagement\",smoothScroll:!1,children:/*#__PURE__*/e(t.a,{children:\"#ATC\"})}),\") traffic alert and collision avoidance system (\",/*#__PURE__*/e(i,{href:\"https://www.airhub.app/news/hashtags/TCAS\",motionChild:!0,nodeId:\"J6Fypw8fr\",openInNewTab:!1,relValues:[],scopeId:\"contentManagement\",smoothScroll:!1,children:/*#__PURE__*/e(t.a,{children:\"#TCAS\"})}),\"), unmanned traffic management (\",/*#__PURE__*/e(i,{href:\"https://www.airhub.app/news/hashtags/UTM\",motionChild:!0,nodeId:\"J6Fypw8fr\",openInNewTab:!1,relValues:[],scopeId:\"contentManagement\",smoothScroll:!1,children:/*#__PURE__*/e(t.a,{children:\"#UTM\"})}),\" and See and Avoid (VLOS).\"]}),/*#__PURE__*/e(\"blockquote\",{children:/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"strong\",{children:\"The Air Risk Class can be reduced by applying strategic and tactical mitigations.\"})})}),/*#__PURE__*/e(\"p\",{children:\"After applying the strategic and tactical mitigations, the final ARC can be determined. Based on the final ARC objectives can be formed to prevent an infringement of the adjacent airspace next to the operational volume. The finial ARC in combination with the final GRC will also determine the Specific Assurance and Integrity Levels based on which Operational Safety Objectives are formed.\"}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"strong\",{children:\"What are SAIL and OSO?\"})}),/*#__PURE__*/a(\"p\",{children:[\"Specific Assurance and Integrity Levels (\",/*#__PURE__*/e(i,{href:\"https://www.airhub.app/news/hashtags/SAIL\",motionChild:!0,nodeId:\"J6Fypw8fr\",openInNewTab:!1,relValues:[],scopeId:\"contentManagement\",smoothScroll:!1,children:/*#__PURE__*/e(t.a,{children:\"#SAIL\"})}),\") is the chosen parameter in the SORA methodology to consolidate the ground and air risk analysis. The level of confidence represented by the SAIL is not quantitative but instead corresponds to objectives that need to be complied with, descriptions of the activities that might support the compliance with those objectives and evidence to indicate the objectives have been satisfied.\"]}),/*#__PURE__*/a(\"p\",{children:[\"Based on the SAIL (levels I - VI) Operational Safety Objectives (\",/*#__PURE__*/e(i,{href:\"https://www.airhub.app/news/hashtags/OSO\",motionChild:!0,nodeId:\"J6Fypw8fr\",openInNewTab:!1,relValues:[],scopeId:\"contentManagement\",smoothScroll:!1,children:/*#__PURE__*/e(t.a,{children:\"#OSO\"})}),\") are determined for barriers and mitigations to different threats, such as a technical issue with the UAS, a deterioration of external supporting systems, human error and adverse operating conditions. These OSO's basically describe the requirements for the operators organization, the drone and the pilot.\"]}),/*#__PURE__*/e(\"p\",{children:\"For the pilot requirements will be set on the knowledge and skill-levels he has to possess. These can be obtained by taking the right theoretical and practical drone training. Having the right drone and equipment is crucial for conducting a safe operation, the OSO also describe the requirements for the technical assessment of the drone, equipment and service. The organization itself needs a SORA compliant Operating Manual to have the right procedures in place to safely and efficiently perform its drone operations.\"}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"strong\",{children:\"Writing a SORA compliant Operating Manual\"})}),/*#__PURE__*/e(\"p\",{children:\"A professional Operating Manual is essential in setting up a safe and efficient drone operation. At AirHub we have written Operating Manuals for many different organizations in various industries. And although every organization and drone operation is different, we have identified a number of need-to-haves for a SORA compliant Operating Manual.\"}),/*#__PURE__*/e(\"blockquote\",{children:/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"strong\",{children:\"A professional Operating Manual is essential to setting up a safe and efficient drone operation.\"})})}),/*#__PURE__*/e(\"p\",{children:\"The first requirement is to make sure that your manual is properly structured to clearly distinguish general information from your operating procedures and other sections. At AirHub we use a format derived from traditional aviation manuals for this. It is also important to clearly describe the organization behind your flight operation and the assigned responsibilities. A third requirement is to provide enough technical information about the drones, equipment and services used for your operation and maintenance requirements that apply to it.\"}),/*#__PURE__*/a(\"p\",{children:[\"The core of you operating manual will be the procedures that have to be applied by your personnel. It is very important to develop clear and easy to use standard operating procedures (\",/*#__PURE__*/e(i,{href:\"https://www.airhub.app/news/hashtags/SOPs\",motionChild:!0,nodeId:\"J6Fypw8fr\",openInNewTab:!1,relValues:[],scopeId:\"contentManagement\",smoothScroll:!1,children:/*#__PURE__*/e(t.a,{children:\"#SOPs\"})}),\") for all actions from flight planning to post flight data processing. You will have to make sure that all mitigating measures stemming from your SORA analyses are incorporated in your normal, abnormal and emergency procedures.\"]}),/*#__PURE__*/e(\"p\",{children:\"The last requirement is to provide your personnel with all documentation needed to perform a mission. Make sure they have easy acces to all checklists, forms, etc. A professional Drone Operations Management System will save you lots of time and money with this.\"}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"strong\",{children:\"How AirHub can help\"})}),/*#__PURE__*/a(\"p\",{children:[\"At AirHub we have guided many organizations across various industries with setting up a safe, efficient and compliant drone operation. \",/*#__PURE__*/e(i,{href:\"https://www.airhub.app/get-in-touch\",motionChild:!0,nodeId:\"J6Fypw8fr\",openInNewTab:!0,relValues:[],scopeId:\"contentManagement\",smoothScroll:!1,children:/*#__PURE__*/e(t.a,{children:\"Contact us\"})}),\" to take advantage of the experience and expertise of our consultants. They will guide you in applying the SORA risk analyses methodology and in setting up an operating manual specific to your operation. And with our AirHub Drone Operations Management platform you will be able to gain a comprehensive insight into your drone operation.\"]}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})})]});export const richText12=/*#__PURE__*/a(r.Fragment,{children:[/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"strong\",{children:\"The EASA regulation for UAS will be coming into force on the 31st of December 2020 and from that moment many commercial drone operations will be conducted within the Specific Category. But what types of operation exactly fall into this category? And what requirements do you have to fulfil when operating within this category?\"})}),/*#__PURE__*/a(\"p\",{children:[\"With the introduction of the European legislation it will no longer be possible for drone operators to apply for an operational authorisation under their national legislation. In stead they will have to fulfil the requirements of the \",/*#__PURE__*/e(i,{href:\"https://www.airhub.app/news/hashtags/EASA\",motionChild:!0,nodeId:\"J6Fypw8fr\",openInNewTab:!1,relValues:[],scopeId:\"contentManagement\",smoothScroll:!1,children:/*#__PURE__*/e(t.a,{children:\"#EASA\"})}),\" Open or Specific Category. But how do you determine if your operations falls within the Open or Specific Category?\"]}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"strong\",{children:\"Operations within the Open Category\"})}),/*#__PURE__*/a(\"p\",{children:[\"To determine if your operation falls within the Specific Category you will first have to rule out that your operation can be conducted in the \",/*#__PURE__*/e(i,{href:\"https://www.airhub.app/news/hashtags/Open\",motionChild:!0,nodeId:\"J6Fypw8fr\",openInNewTab:!1,relValues:[],scopeId:\"contentManagement\",smoothScroll:!1,children:/*#__PURE__*/e(t.a,{children:\"#Open\"})}),\" Category. So how can you do this? First of all operations within the Open Category have a few clear limitations, for example:\"]}),/*#__PURE__*/e(\"p\",{children:\"- Your operation can only be conducted up to 120 meters above surface level\"}),/*#__PURE__*/e(\"p\",{children:\"- The maximum take-off weight of your drone must be less than 25 kgs\"}),/*#__PURE__*/e(\"p\",{children:\"- Your operation may only be conducted within Visual Line Of Sight (VLOS)\"}),/*#__PURE__*/e(\"p\",{children:\"- You can ensure a safe distance from people and you do not fly over assemblies of people\"}),/*#__PURE__*/e(\"p\",{children:\"- You can not carry dangerous goods or drop any material from the drone\"}),/*#__PURE__*/e(\"p\",{children:\"If your operation can not fulfil one of these requirements your operation will definitely be conducted within the Specific Category. But there is more. The Open Category is divided in three subcategories that allow specific types of operation based upon the weight of your drone. The table below provides a clear overview of the three subcategories and the associated weights.\"}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"img\",{alt:\"\",className:\"framer-image\",height:\"438\",src:\"https://framerusercontent.com/images/zOONNwmeslFcI6jfqHgCKKLgjIw.png\",srcSet:\"https://framerusercontent.com/images/zOONNwmeslFcI6jfqHgCKKLgjIw.png?scale-down-to=512 512w,https://framerusercontent.com/images/zOONNwmeslFcI6jfqHgCKKLgjIw.png?scale-down-to=1024 1024w,https://framerusercontent.com/images/zOONNwmeslFcI6jfqHgCKKLgjIw.png 1480w\",style:{aspectRatio:\"1480 / 876\"},width:\"740\"}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:\"So what can we extract from this table? When we take a closer look we will see that the following types of operations are not allowed within the Open Category: - Flights over an assembly of people with drones heavier than 250 grams\"}),/*#__PURE__*/e(\"p\",{children:\"- Flights close to (within 30 meters) of uninvolved people with drones heavier than 900 grams\"}),/*#__PURE__*/e(\"p\",{children:\"- Flights close to (within 150 meters) or within urban areas (such as residential-, recreational and industrial areas) with drones heavier than 4 kilograms\"}),/*#__PURE__*/a(\"p\",{children:['All these types of operations will therefore have to take place within the Specific or Certified Category. And to top it off, national (aviation) authorities are also allowed to designate certain zones as \"Specific Category Only\". These zones, for example areas around airports or heliports, will be shown on an airspace map - such as the one available in our ',/*#__PURE__*/e(i,{href:\"https://www.airhub.app/drone-operations-software\",motionChild:!0,nodeId:\"J6Fypw8fr\",openInNewTab:!1,relValues:[],scopeId:\"contentManagement\",smoothScroll:!1,children:/*#__PURE__*/e(t.a,{children:\"AirHub Drone Operations App\"})}),\".\"]}),/*#__PURE__*/e(\"p\",{children:\"Now that we know when an operation takes place within the Specific Category we will take a look at how you can determine the requirements you will have to fulfil when operating within this category.\"}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"strong\",{children:\"Operations within the Specific Category\"})}),/*#__PURE__*/a(\"p\",{children:[\"If you want to operate within the Specific Category you will want to know what the airworthiness \",/*#__PURE__*/e(i,{href:\"https://www.airhub.app/news/hashtags/requirements\",motionChild:!0,nodeId:\"J6Fypw8fr\",openInNewTab:!1,relValues:[],scopeId:\"contentManagement\",smoothScroll:!1,children:/*#__PURE__*/e(t.a,{children:\"#requirements\"})}),\" are for the drone that you will be flying, the procedures and limitations that will have to be described in your operations manual and what the requirements are for the flight crew (pilot, visual observer and/or payload operator).\"]}),/*#__PURE__*/a(\"p\",{children:[\"So how do we determine these requirements? Basically there are three options for this. The first option is to subtract them from a national or EASA Standard Scenario (\",/*#__PURE__*/e(i,{href:\"https://www.airhub.app/news/hashtags/STS\",motionChild:!0,nodeId:\"J6Fypw8fr\",openInNewTab:!1,relValues:[],scopeId:\"contentManagement\",smoothScroll:!1,children:/*#__PURE__*/e(t.a,{children:\"#STS\"})}),\"). The second option is to subtract them from a Pre-Defined Risk Assessment (PDRA). The third option is to perform your own Specific Operations Risk Assessment (SORA). We will now further zoom in on these three options.\"]}),/*#__PURE__*/e(\"img\",{alt:\"\",className:\"framer-image\",height:\"403\",src:\"https://framerusercontent.com/images/DQXPUDt2K7jv19G3H0XhDlrppo.png\",srcSet:\"https://framerusercontent.com/images/DQXPUDt2K7jv19G3H0XhDlrppo.png?scale-down-to=512 512w,https://framerusercontent.com/images/DQXPUDt2K7jv19G3H0XhDlrppo.png?scale-down-to=1024 1024w,https://framerusercontent.com/images/DQXPUDt2K7jv19G3H0XhDlrppo.png 1480w\",style:{aspectRatio:\"1480 / 806\"},width:\"740\"}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"strong\",{children:\"Standard Scenarios and PDRA\"})}),/*#__PURE__*/a(\"p\",{children:[\"A Standard Scenario is a type of \",/*#__PURE__*/e(i,{href:\"https://www.airhub.app/news/hashtags/UAS\",motionChild:!0,nodeId:\"J6Fypw8fr\",openInNewTab:!1,relValues:[],scopeId:\"contentManagement\",smoothScroll:!1,children:/*#__PURE__*/e(t.a,{children:\"#UAS\"})}),\" operation in the Specific Category for which a precise list of mitigating measures has been identified in such a way that the competent authority (CAA) can be satisfied with a \",/*#__PURE__*/e(\"em\",{children:\"declaration\"}),\" in which the operator declares that he will apply the mitigating measures when executing this type of operation.\"]}),/*#__PURE__*/e(\"p\",{children:\"Standard Scenarios can only be developed for operations of unmanned aircraft with: a) A maximum dimension of up to 3 meter in VLOS over a controlled ground area except over assemblies of people; b) A maximum dimension of up to 1 meter in VLOS except over assemblies of people; c) A maximum dimension of up to 1 meter in BVLOS over sparsely populated areas; d) A maximum dimension of up to 3 meter in BVLOS over a controlled ground area. Furthermore these operations must be performed below 120 meters from the surface of the earth and in uncontrolled airspace (class F or G) or in controlled airspace after coordination and individual flight authorisation in accordance with the published procedures for the area of operation.\"}),/*#__PURE__*/e(\"p\",{children:\"When we look at the scope above we can conclude that only a limited amount of Standard Scenarios can be developed for which a declaration by the operator would be sufficient. But what about other operations that could be standardised but fall outside the scope mentioned above?\"}),/*#__PURE__*/a(\"p\",{children:[\"For these types of operations it is possible for national and European authorities to develop Pre-Defined Risk Assessments. A \",/*#__PURE__*/e(i,{href:\"https://www.airhub.app/news/hashtags/PDRA\",motionChild:!0,nodeId:\"J6Fypw8fr\",openInNewTab:!1,relValues:[],scopeId:\"contentManagement\",smoothScroll:!1,children:/*#__PURE__*/e(t.a,{children:\"#PDRA\"})}),\" is a type of UAS operation in the Specific Category for which a precise list of mitigating measures has been identified, just like a Standard Scenario. The difference is however that a declaration by the operator in which he declares that he will apply the mitigating measures when executing this type of operation is not sufficient. In this case the competent authority or a Qualified Entity will check the proof provided by the operator in the form of airworthiness certificates, pilot licences, applicable procedures and limitations stated in the operations manual, etc.\"]}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"strong\",{children:\"Specific Operations Risk Assessment (SORA)\"})}),/*#__PURE__*/a(\"p\",{children:[\"If your operation is not covered by a Standard Scenario or a PDRA you can perform your own risk assessment in the form of a SORA. The Specific Operations Risk Assessment (\",/*#__PURE__*/e(i,{href:\"https://www.wix.com/search/.hash.sora\",motionChild:!0,nodeId:\"J6Fypw8fr\",openInNewTab:!1,relValues:[],scopeId:\"contentManagement\",smoothScroll:!1,children:/*#__PURE__*/e(t.a,{children:\"#SORA\"})}),\") was developed by JARUS (the Joint Authorities for Rulemaking on Unmanned Systems) to provide drone operators with an acceptable means of compliance to perform a risk assessment for UAS operations.\"]}),/*#__PURE__*/a(\"p\",{children:[\"The SORA proposes risk barriers to prevent the operation from going out of control and provides harm barriers in case the operation does get out of control (e.g. an emergency response plan). The SORA process starts with defining an operational volume by the operator in which the drone operation takes place. This operational volume is related to airspace adjacent to it and the surrounding area on the ground. The SORA includes both a Ground Risk Model (\",/*#__PURE__*/e(i,{href:\"https://www.airhub.app/news/hashtags/GRC\",motionChild:!0,nodeId:\"J6Fypw8fr\",openInNewTab:!1,relValues:[],scopeId:\"contentManagement\",smoothScroll:!1,children:/*#__PURE__*/e(t.a,{children:\"#GRC\"})}),\") and an Air Risk Model (\",/*#__PURE__*/e(i,{href:\"https://www.airhub.app/news/hashtags/ARC\",motionChild:!0,nodeId:\"J6Fypw8fr\",openInNewTab:!1,relValues:[],scopeId:\"contentManagement\",smoothScroll:!1,children:/*#__PURE__*/e(t.a,{children:\"#ARC\"})}),\") to determine risks to the surrounding area and the adjacent airspace, and to propose mitigating measures that can decrease those risks.\"]}),/*#__PURE__*/a(\"p\",{children:[\"If you would like to know more about the SORA, you should definitely read our \",/*#__PURE__*/e(i,{href:\"https://www.airhub.app/post/risk-assessment-and-operational-procedures\",motionChild:!0,nodeId:\"J6Fypw8fr\",openInNewTab:!1,relValues:[],scopeId:\"contentManagement\",smoothScroll:!1,children:/*#__PURE__*/e(t.a,{children:\"blogpost\"})}),\" that is fully dedicated to explaining the SORA. And are you looking for an easy way to perform a SORA we recommend you check out our \",/*#__PURE__*/e(i,{href:\"http://www.soratool.com/\",motionChild:!0,nodeId:\"J6Fypw8fr\",openInNewTab:!1,relValues:[],scopeId:\"contentManagement\",smoothScroll:!1,children:/*#__PURE__*/e(t.a,{children:\"Online SORA Tool\"})}),\".\"]}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"strong\",{children:\"Fulfilling the requirements\"})}),/*#__PURE__*/e(\"p\",{children:\"Now that you know how to assess if your operations falls within the Specific Category and you know how to determine the requirements applicable to your operation it is time to fulfil these requirements. So how can you do this? This is were we come in at AirHub.\"}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"strong\",{children:\"How AirHub can help\"})}),/*#__PURE__*/a(\"p\",{children:[\"At AirHub we have guided many organisations across various industries with setting up a safe, efficient and compliant drone operation. \",/*#__PURE__*/e(i,{href:\"https://www.airhub.app/get-in-touch\",motionChild:!0,nodeId:\"J6Fypw8fr\",openInNewTab:!1,relValues:[],scopeId:\"contentManagement\",smoothScroll:!1,children:/*#__PURE__*/e(t.a,{children:\"Contact us\"})}),\" to take advantage of the experience and expertise of our consultants and trainers. Our consultants will guide you in applying the SORA risk analyses methodology and in setting up an operating manual specific to your operation. Our trainers will help your crew get certified and will train them in safely conducting your type of operation. And with our AirHub Drone Operations Management platform you will be able to efficiently plan, execute and manage your drone operations.\"]}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})})]});export const richText13=/*#__PURE__*/a(r.Fragment,{children:[/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"strong\",{children:\"The EASA regulation for UAS will be coming into force on the 31st of December 2020 and from that moment many commercial drone operations will be conducted within the Open Category. But what types of operation are possible within this category? And what requirements do you have to fulfil when operating within this category?\"})}),/*#__PURE__*/a(\"p\",{children:[\"With the introduction of the European legislation it will no longer be possible for drone operators to apply for an operational authorisation under their national legislation. Instead they will have to fulfil the requirements of the \",/*#__PURE__*/e(i,{href:\"https://www.airhub.app/news/hashtags/EASA\",motionChild:!0,nodeId:\"J6Fypw8fr\",openInNewTab:!1,relValues:[],scopeId:\"contentManagement\",smoothScroll:!1,children:/*#__PURE__*/e(t.a,{children:\"#EASA\"})}),\" Open or Specific Category. But how do you determine if your operations falls within the Open Category? And when you can operate in this category, what requirements do you have to fulfil?\"]}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"strong\",{children:\"Operations within the Open Category\"})}),/*#__PURE__*/e(\"p\",{children:\"The Open Category is basically a framework that is dived into three subcategories. To determine if your operation falls within one of the subcategories of the Open Category you will first have to check if you can perform your flights within certain limitations, for example:\"}),/*#__PURE__*/a(\"ul\",{children:[/*#__PURE__*/e(\"li\",{\"data-preset-tag\":\"p\",children:/*#__PURE__*/e(\"p\",{children:\"Your operation can only be conducted up to 120 meters above surface level\"})}),/*#__PURE__*/e(\"li\",{\"data-preset-tag\":\"p\",children:/*#__PURE__*/e(\"p\",{children:\"The maximum take-off weight of your drone must be less than 25 kgs\"})}),/*#__PURE__*/e(\"li\",{\"data-preset-tag\":\"p\",children:/*#__PURE__*/e(\"p\",{children:\"Your operation may only be conducted within Visual Line Of Sight (VLOS)\"})}),/*#__PURE__*/e(\"li\",{\"data-preset-tag\":\"p\",children:/*#__PURE__*/e(\"p\",{children:\"You do not carry dangerous goods or drop any material from the drone \"})}),/*#__PURE__*/e(\"li\",{\"data-preset-tag\":\"p\",children:/*#__PURE__*/e(\"p\",{children:\"You do not fly over assemblies of people\"})})]}),/*#__PURE__*/e(\"p\",{children:\"If this is the case there is a big chance you can operate within one of the subcategories (A1 - A3) of the Open Category. However, there are a few limitations depending on the weight of your drone. One of the most limiting factors is the safe distance that you have to keep from uninvolved people and urban areas.\"}),/*#__PURE__*/e(\"p\",{children:\"The table below provides a clear overview of the three subcategories within the Open Category and the associated weights.\"}),/*#__PURE__*/e(\"img\",{alt:\"\",className:\"framer-image\",height:\"438\",src:\"https://framerusercontent.com/images/zOONNwmeslFcI6jfqHgCKKLgjIw.png\",srcSet:\"https://framerusercontent.com/images/zOONNwmeslFcI6jfqHgCKKLgjIw.png?scale-down-to=512 512w,https://framerusercontent.com/images/zOONNwmeslFcI6jfqHgCKKLgjIw.png?scale-down-to=1024 1024w,https://framerusercontent.com/images/zOONNwmeslFcI6jfqHgCKKLgjIw.png 1480w\",style:{aspectRatio:\"1480 / 876\"},width:\"740\"}),/*#__PURE__*/e(\"p\",{children:\"So what can we extract from this table? When we take a closer look we will see that the following types of operations are allowed within the Open Category: \"}),/*#__PURE__*/a(\"ul\",{children:[/*#__PURE__*/e(\"li\",{\"data-preset-tag\":\"p\",children:/*#__PURE__*/e(\"p\",{children:\" Flights over uninvolved people with drones lighter than 900 grams, e.g. flying your DJI Mavic Air within a residential area\"})}),/*#__PURE__*/e(\"li\",{\"data-preset-tag\":\"p\",children:/*#__PURE__*/e(\"p\",{children:\"Flights at a safe distance (more than 30 meters) of uninvolved people with drones lighter than 4 kgs, e.g. mapping a construction site with a DJI Phantom 4 RTK\"})}),/*#__PURE__*/e(\"li\",{\"data-preset-tag\":\"p\",children:/*#__PURE__*/e(\"p\",{children:\"Flights at a safe distance (more than 150 meters) from urban areas (such as residential-, recreational and industrial areas) with drones lighter than 25 kilograms, e.g. performing a coastal surveillance flight with a Matrice 300\"})})]}),/*#__PURE__*/a(\"p\",{children:['As we can see this offers a lot of potential for many different types of operations. However, national (aviation) authorities are allowed to designate certain zones as \"Specific Category Only\". These zones, for example areas around airports or heliports, will be shown on an airspace map - such as the one available in our ',/*#__PURE__*/e(i,{href:\"https://www.airhub.app/drone-operations-software\",motionChild:!0,nodeId:\"J6Fypw8fr\",openInNewTab:!0,relValues:[],scopeId:\"contentManagement\",smoothScroll:!1,children:/*#__PURE__*/e(t.a,{children:\"AirHub Drone Operations App\"})}),\". This may limit your operations within the Open Category and force you to operate in the \",/*#__PURE__*/e(i,{href:\"https://www.airhub.app/post/uas-operations-in-the-specific-category\",motionChild:!0,nodeId:\"J6Fypw8fr\",openInNewTab:!0,relValues:[],scopeId:\"contentManagement\",smoothScroll:!1,children:/*#__PURE__*/e(t.a,{children:\"Specific Category\"})}),\".\"]}),/*#__PURE__*/e(\"p\",{children:\"Now that we know when an operation takes place within the Open Category we will take a look at how you can determine the requirements you will have to fulfil when operating within this category.\"}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"strong\",{children:\"General requirements\"})}),/*#__PURE__*/e(\"p\",{children:\"Operating your drone within the Open Category means you have to abide by some general rules and you will have to fulfil certain requirements. And depending on the subcategory (A1 - A3) you will operate in, additional rules and requirements will apply (which we will explain in the below).\"}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:\"The first thing you have to do when planning to operate your drone in the Open Category is register yourself or your company in the national registry. This is mandatory for all drones that weigh more than 250 grams or have a camera on board (unless it is a toy).\"}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:\"After registering it is time to develop operational procedures that are adapted to the type of operation and the risk involved. As a minimum, these should include: \"}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/a(\"ul\",{children:[/*#__PURE__*/e(\"li\",{\"data-preset-tag\":\"p\",children:/*#__PURE__*/e(\"p\",{children:\"Procedures on how to operate the UAS in accordance with the user's manual provided by the manufacturer, including any applicable limitations; \"})}),/*#__PURE__*/a(\"li\",{\"data-preset-tag\":\"p\",children:[/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})})]}),/*#__PURE__*/e(\"li\",{\"data-preset-tag\":\"p\",children:/*#__PURE__*/e(\"p\",{children:\"Guidelines to effectively use and support the efficient use of radio spectrum in order to avoid harmful interference;\"})}),/*#__PURE__*/a(\"li\",{\"data-preset-tag\":\"p\",children:[/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})})]}),/*#__PURE__*/e(\"li\",{\"data-preset-tag\":\"p\",children:/*#__PURE__*/e(\"p\",{children:\"Guidelines how to designate a remote pilot for each UAS operation;\"})}),/*#__PURE__*/a(\"li\",{\"data-preset-tag\":\"p\",children:[/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})})]}),/*#__PURE__*/e(\"li\",{\"data-preset-tag\":\"p\",children:/*#__PURE__*/e(\"p\",{children:\"Procedures to ensure that the remote pilots and all other personnel performing a task in support of the operations are familiar with the user's manual provided by the manufacturer of the UAS;\"})}),/*#__PURE__*/a(\"li\",{\"data-preset-tag\":\"p\",children:[/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})})]}),/*#__PURE__*/e(\"li\",{\"data-preset-tag\":\"p\",children:/*#__PURE__*/e(\"p\",{children:\"Competency requirements for the remote pilot(s) and for personnel other than the remote pilot, a description of in-house on-the-job-training courses;\"})}),/*#__PURE__*/a(\"li\",{\"data-preset-tag\":\"p\",children:[/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})})]}),/*#__PURE__*/e(\"li\",{\"data-preset-tag\":\"p\",children:/*#__PURE__*/e(\"p\",{children:\"Procedures how to check and update information concerning any geographical zones in the geo-awareness system when applicable according to the intended location of operation; g) Procedures how to comply with the operational limitations in geographical zones;\"})}),/*#__PURE__*/a(\"li\",{\"data-preset-tag\":\"p\",children:[/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})})]}),/*#__PURE__*/e(\"li\",{\"data-preset-tag\":\"p\",children:/*#__PURE__*/e(\"p\",{children:\"Procedures to ensure that the UAS is in a condition to safely complete the intended flight, and if applicable, check if the direct remote identification works properly;\"})}),/*#__PURE__*/a(\"li\",{\"data-preset-tag\":\"p\",children:[/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})})]}),/*#__PURE__*/e(\"li\",{\"data-preset-tag\":\"p\",children:/*#__PURE__*/e(\"p\",{children:\"Procedures to verify that the mass of the UAS does not exceed the MTOM defined by the manufacturer or the MTOM limit of its class - if the UAS is fitted with an additional payload; j) Procedures to ensure in the case of an UAS operation in subcategory A2 or A3, that all involved persons present in the area of the operation have been informed of the risks and have explicitly agreed to participate. \"})}),/*#__PURE__*/a(\"li\",{\"data-preset-tag\":\"p\",children:[/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})})]}),/*#__PURE__*/e(\"li\",{\"data-preset-tag\":\"p\",children:/*#__PURE__*/e(\"p\",{children:\"Procedures to observe the operating environment, check the presence of obstacles and check the presence of any uninvolved persons;\"})}),/*#__PURE__*/a(\"li\",{\"data-preset-tag\":\"p\",children:[/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})})]}),/*#__PURE__*/e(\"li\",{\"data-preset-tag\":\"p\",children:/*#__PURE__*/e(\"p\",{children:\"Procedures to check if the remote pilot is not performing duties under the influence of psychoactive substances or alcohol or if he/she is unfit to perform its tasks due to injury, fatigue, medication, sickness or other causes;\"})}),/*#__PURE__*/a(\"li\",{\"data-preset-tag\":\"p\",children:[/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})})]}),/*#__PURE__*/e(\"li\",{\"data-preset-tag\":\"p\",children:/*#__PURE__*/e(\"p\",{children:\"Procedures how to keep the drone in VLOS and maintain a how to perform a thorough visual scan of the airspace surrounding the unmanned aircraft in order to avoid any risk of collision with any manned aircraft;\"})}),/*#__PURE__*/a(\"li\",{\"data-preset-tag\":\"p\",children:[/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})})]}),/*#__PURE__*/e(\"li\",{\"data-preset-tag\":\"p\",children:/*#__PURE__*/e(\"p\",{children:\"A procedure on how to discontinue the flight if the operation poses a risk to other aircraft, people, animals, environment or property; o) If the remote pilot is assisted by a visual observer, a procedure to ensure clear and effective communication between the remote pilot and the visual observer.\"})}),/*#__PURE__*/a(\"li\",{\"data-preset-tag\":\"p\",children:[/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})})]}),/*#__PURE__*/e(\"li\",{\"data-preset-tag\":\"p\",children:/*#__PURE__*/e(\"p\",{children:\"A procedure preventing the remote pilot to fly close to or inside areas where an emergency response effort is ongoing, unless you have permission to do so from the responsible emergency response services.\"})}),/*#__PURE__*/a(\"li\",{\"data-preset-tag\":\"p\",children:[/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})})]}),/*#__PURE__*/e(\"li\",{\"data-preset-tag\":\"p\",children:/*#__PURE__*/e(\"p\",{children:\"A procedure to fly higher than 120 meters when operating close to an object (within 50 meters) - up to a maximum of 15 meters above the object on request of the administrator.\"})})]}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:\"When we look at the required procedures above we can distinguish a clear difference between commercial operations - companies with personnel other than the remote pilot - and operations performed for recreational purposes. For recreational operations, operating in accordance with the user manual of the drone will normally be enough, commercial operators however will probably want to set up an Operations Manual for their operation.\"}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:\"Now it is time to take a closer look to the rules and requirements for the three subcategories within the Open Category.\"}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"strong\",{children:\"Operations within subcategory A1\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/a(\"p\",{children:[\"As we can see in the table above you are allowed to operate drones with a maximum take-off weight (\",/*#__PURE__*/e(i,{href:\"https://www.airhub.app/news/hashtags/MTOW\",motionChild:!0,nodeId:\"J6Fypw8fr\",openInNewTab:!1,relValues:[],scopeId:\"contentManagement\",smoothScroll:!1,children:/*#__PURE__*/e(t.a,{children:\"#MTOW\"})}),\") less than 900 grams in this subcategories. These drones normally have a C0 or C1 CE-marking. The difference however is that, to fly a drone heavier than 250 grams in this category (C1) you will need to complete an online training and test before you are allowed to operate.\"]}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:\"And where you are allowed to intentionally overfly uninvolved people with drones C0 lighter than 250 grams, this is not the case for C1 drones between 250 - 900 grams. With these drones there must be reasonable expectation that no uninvolved person will be overflown. And in the event of unexpected overflight of uninvolved persons, you shall reduce as much as possible the time during which the drone overflies those persons.\"}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"img\",{alt:\"\",className:\"framer-image\",height:\"341\",src:\"https://framerusercontent.com/images/HRI2nlrHkZFCzGFUULyjkQrzI.png\",srcSet:\"https://framerusercontent.com/images/HRI2nlrHkZFCzGFUULyjkQrzI.png?scale-down-to=512 512w,https://framerusercontent.com/images/HRI2nlrHkZFCzGFUULyjkQrzI.png?scale-down-to=1024 1024w,https://framerusercontent.com/images/HRI2nlrHkZFCzGFUULyjkQrzI.png 1187w\",style:{aspectRatio:\"1187 / 682\"},width:\"593\"}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"strong\",{children:\"Operations within subcategory A2\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:\"In subcategory A2 you are allowed to operate drones up to 4kg, these drones will have a C0, C1 or C2 CE-marking - the latter are the ones between 900 grams and 4 kg MTOW. When flying a C4 marked drone you will have to make sure the UAS operations takes place at a safe horizontal distance of at least 30 metres from uninvolved people. However there is an exemption to this when you operate with an activated low-speed mode (max 3 m/s). In this case the minimum distance is reduced to 5 meters when the weather conditions, obstacles in the area and performance of the drone allow it.\"}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:\"Just like when operating a C1 drone in the A1 subcategory, you will need to complete an online training and test to operate with C2 drones in the A2 category. However, you will also need to complete a practical self training and a theoretical test at a recognised (governmental) facility.\"}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"strong\",{children:\"Operations within subcategory A3\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:\"Again looking at the table above we see that the A3 subcategory is a little bit more restrictive than the other subcategories but that it allows you to operate much heavier drones - up to 25 kgs. These drones will be marked with either a C0 to C4 CE-marking, but you are also allowed to operate drones that have been privately build (e.g. model aircraft).\"}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"img\",{alt:\"\",className:\"framer-image\",height:\"94\",src:\"https://framerusercontent.com/images/erCvBttxXKfOusv2VY7tMAJXiC8.png\",style:{aspectRatio:\"420 / 189\"},width:\"210\"}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:\"Flights within this subcategory have to be conducted in an area where the remote pilot reasonably expects that no uninvolved person will be endangered within the range where the unmanned aircraft is flown during the entire time of the UAS operation. This means you have to keep a safe horizontal distance of at least 150 metres from residential, commercial, industrial or recreational areas.\"}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"strong\",{children:\"Fulfilling the requirements\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:\"Now that you know how to assess if your operations falls within the Open Category and you know how to determine the requirements and rules applicable to your operation it is time to fulfil these rules and requirements. So how can you do this? This is were we come in at AirHub.\"}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"strong\",{children:\"How AirHub can help\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/e(\"p\",{children:/*#__PURE__*/e(\"br\",{className:\"trailing-break\"})}),/*#__PURE__*/a(\"p\",{children:[\"At AirHub we have guided many organisations across various industries with setting up a safe, efficient and compliant drone operation. \",/*#__PURE__*/e(i,{href:\"https://www.airhub.app/get-in-touch\",motionChild:!0,nodeId:\"J6Fypw8fr\",openInNewTab:!0,relValues:[],scopeId:\"contentManagement\",smoothScroll:!1,children:/*#__PURE__*/e(t.a,{children:\"Contact us\"})}),\" to take advantage of the experience and expertise of our consultants and trainers. Our consultants will help you with setting up procedures specific to your operation. Our trainers will help your crew get certified and will train them in safely conducting your type of operation. 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