Page 24 - Tuskegee Airmen Drone License Preparatory Course Chp.2 Manual

NOTAMs are issued to inform the aviation community of the events. Pilots should consult
NOTAMs or the Special Notices section of the Chart Supplement U.S. for information regarding
these activities.

Although remote pilots should typically avoid operations in and around power plants, industrial
production facilities, or other industrial systems, there may be times when such activity is
sanctioned by the owners of these facilities for inspection or imaging. These types of locations
often have thermal plumes, which are visible or invisible emissions of large amounts of large
amounts of vertically directed unstable gases. High temperature exhaust plumes may cause
significant air disturbances such as turbulence and vertical shear. Other identified potential
hazards include, but are not necessarily limited to, reduced visibility oxygen depletion, engine
particulate contamination, exposure to gaseous oxides, and/or icing. Results of encountering a
plume may include airframe damage, aircraft upset, and/or engine damage/failure. These
conditions could quickly lead to damage and/or loss of control of an sUAS. These hazards are
most critical during low altitude flight, especially during maneuvering, takeoff and landing. When
able a pilot should fly upwind of possible thermal plumes. When a plume is visible via smoke or
a condensation cloud, remain clear yet at the same time, realize that a plume may have both visible
and invisible characteristics. Remote pilots are encouraged to exercise caution when operating in
the vicinity of thermal plumes. Refer to the Chart Supplement U.S. where the airports amplifying
notes may warn pilots and identify the location of structure(s) emitting thermal plumes.

Most skeletal structures are supported by guy wires, which are very difficult to see in good weather
and can be invisible at dusk or during periods of reduced visibility. These wires can extend about
1,500 feet horizontally from a structure; therefore, all skeletal structures should be avoided
horizontally by at least 2,000 feet.
Birds and wildlife pose a particular threat to aircraft operations. Although catastrophic event are
rare in manned aviation, sUAS are particularly vulnerable to such events. Collision with wildlife
will likely cause significant damage and/or loss of control. Remote pilots should report collisions
between aircraft and wildlife to assist in the tracking of these incidents and to potentially take
action to mitigate future risks of these events. Reports may be sent to the FAA via their Wildlife
Strike Report system (http://wildlife.faa.gov/strikeenew.aspx ). Many airports advise pilots of
other wildlife hazards through the Chart Supplement U.S. and the NOTAM system.
Collisions between aircraft and animals have been increasing and are not limited to rural airports
as these accidents have also occurred at several major airports. Pilots should exercise extreme
caution when warned of the presence of wildlife on and in the vicinity of airports. If you observe
birds, deer or other large animals in close proximity to movement areas, advise the FSS, tower, or
airport management. Remote pilots should be aware of bird activity in proximity to their area of
operation. It is well documented that some types of birds are agitated by sUAS and may even
attack such aircraft. Also, it has been shown that sUAS activity and noise may disturb certain
types of wildlife; therefore, remote pilots should be cognizant of the potential impact of their
operations on the local environment. Many states are considering passing legislation to restrict
sUAS operations that may disturb wildlife.

DRONE PART 107 CERTICIFACTION PREPARATION COURSE 24