OSO 1 - Ensure the UAS Operator is competent and/or proven
AMC1 to Article 11 Annex E Operational Safety Objective 1
CAA ORS9 Decision No. 46
OSO 1 – Ensure the operator is competent and/or proven.
Level of integrity
| Criterion | Low (SAIL 2) | Medium (SAIL 3) | High (SAIL 4 to 6) |
|---|---|---|---|
| Technical issue with the UAS | OSO1.L.I |
OSO1.L.I OSO1.M.I |
OSO1.H.I |
Level of assurance
| Criterion | Low (SAIL 2) | Medium (SAIL 3) | High (SAIL 4 to 6) |
|---|---|---|---|
| Technical issue with the UAS | OSO1.L.A |
OSO1.M.A |
OSO1.H.A |
Low level of robustness (SAIL 2)
OSO1.L.I
The applicant must have knowledge of the UAS and have the following operational procedures:
(a) UA checklists
(b) technical logbook for each UA
(c) flight crew currency and training log
(d) allocation of responsibilities prior to operating
OSO1.L.A
The Applicant must declare and provide evidence of compliance with the Integrity requirements. The detailed evidence of compliance may be assessed by the CAA.
Medium level of robustness (SAIL 3)
Lower robustness level requirements to be complied with:
• OSO1.L.I
The applicant must have the following additional procedures:
OSO1.M.I
(a) A method to continuously evaluate whether the operator is operating in accordance with the terms of their operational authorisation (OA) and check whether the mitigations proposed as part of the OA are still appropriate.
(b) Occurrence analysis procedures and reporting to the designer in case of design-related in-service events.
OSO1.M.A
The Applicant must provide evidence of compliance with the Integrity requirements, which will be assessed by the CAA.
AMC.OSO1.M.I
(b) UK Regulation (EU) 2019/947, AMC1 Article 19(2) Safety Information.
High level of robustness (SAIL 4 to 6)
Requirements to be complied with:
OSO1.H.I
The operator must have a safety management system in place in accordance with ICAO Annex 19 principles.
OSO1.H.A
The Applicant must provide evidence of compliance with the Integrity requirements, which will be assessed by the CAA. The CAA will validate continuing compliance through oversight.
GM1 Article 11 Annex E. Operational Safety Objective 1
CAA ORS9 Decision No. 46
GM.OSO1.L.I
(a) The applicant’s UAS knowledge should include monitoring of any related airworthiness/safety directives or recommendations issued by National Aviation Authorities and designer recommendations (Service Bulletin, Service Information Letter, etc.). The UAS operator should produce checklists for every stage of the UAS operation to ensure the UAS is safe to be flown. In addition to standard operating procedures, checklists should be produced for contingency and emergency scenarios and maintenance. Checklists should be accessible to the flight crew and easy to use, to prevent human error. If the flight crew consists of only a single remote pilot, critical checklists must be memorised or made accessible in such a way that it does not detract them from operating the UAS in a safe and legal manner. Further guidance may be found by reviewing:
(1) CAP 676 Guidance on the Design, Presentation and Use of Emergency and Abnormal Checklists
(2) CAP 708, Guidance on the Design, Presentation and Use of Electronic Checklists
(b) A technical logbook should be held for each UAS. The technical logbook is used to record all pertinent information relating to the UAS, including operation activities, maintenance, repairs, and upgrades. The logbook should be kept secure and made available for inspection by the CAA for a period of at least three years.
(c) Flight crew currency should be monitored and maintained by the UAS operator. If a remote pilot falls out of currency, a procedure should be in place to regain currency in a safe environment, by practising flight skills for standard operating procedures and contingency and emergency scenarios. The amount of time for this training should, as a minimum, amount to the same amount of time that the remote pilot has lapsed (i.e. if a remote pilot lapses currency by 1 hour, the training flights should equate to 1 hour or more). Further guidance can be found in AMC/GM to Article 8.
The remote pilot should successfully complete this competence training before being tasked on a UAS operation. This competence training should be recorded in the UAS operator’s training log. The training log should be used to record any training that the flight crew undertake, either through an RAE or other similar entity, external or internal training. The logbook should be kept secure and made available for inspection by the CAA. The logbook should be kept for a period of at least three years. The UAS operator is responsible for ensuring compliance with the relevant pilot training, competency and logging requirements in UK Reg (EU) 2019/947, OSO 9 and the Operational Authorisation.
(d) The UAS operator should choose a suitably qualified and competent flight crew prior to each UAS operation. The flight crew should be given a briefing by the remote pilot before the UAS operation commences, to ensure each member of the flight crew understand their role and responsibilities. Allocation of flight crew roles and responsibilities for each UAS operation should be recorded in the technical logbook and the flight crew flight logs. The UAS operator is responsible for ensuring that all nominated personnel are sufficiently competent to conduct the flight and ensuring that all nominated personnel are sufficiently briefed on the tasks that they are required to perform.