All volunteer pilots are responsible for their own aviation activities. The Pilot-In-Command (PIC) “is directly responsible for, and is the final authority as to, the operation of that aircraft.” – Source
No pilot should accept any mission, request, or flight they are not comfortable with. Each pilot has different experiences, skills, and capabilities. If you have any hesitancy in accepting a flight request, talk with us.
The NCVRP group will never dictate any flight that must be flown that the PIC does not accept the responsibility for since “No person may operate an aircraft in a careless or reckless manner so as to endanger the life or property of another.” – Source
FCC Assigned Frequencies
Communications With Ground Teams
It may be necessary to communicate with ground teams on the NC public safety VIPER network. Messages can be relayed through Fire Demon 1 if on the scene. Otherwise, text will be the best form of communication.
It is suggested that UAS teams on the ground utilize a handheld aviation radio on one of the aviation support channels and airplanes on station will monitor the agreed upon frequency for the mission. You should be able to reach the airplane above when they are within three miles or less.
You can track airplanes on a mission by using the tail number and FlightAware.com.
If ATC special coordination is needed, talk to Steve.
No pilot should fly in any weather conditions they are not rated for or comfortable with.
Just because a pilot may be instrument rated does not mean that flight into IMC is considered appropriate unless the situation meets or exceeds the pilots personal minimums.
VMC flight into IMC is a killer of many pilots. No mission or request is so important as to make flight into IMC safe when the situations are not. If you find yourself in a weather situation where you are not comfortable. turn back or find a nearby airport to land and call for advice. Another pilot may be available to continue the mission or come assist you.
Flight Through IMC to Get to VMC
At times it may be necessary to file IFR to a nearby airport, shoot the approach, and terminate the approach once below as suitably high overcast. If you are unable to get back up and out you should land, file an IFR flight plan, and depart after talking to ATC on the phone for your clearance.
Flying at night in a single-engine airplane is frowned upon. It creates a higher risk than flying during the day in case the engine is lost. No night flight in IMC should be undertaken.
Most mission requests will be best if conducted during daylight to visualize the ground or target below.
If possible, images of important targets can be sent from a cellphone while in flight. However, if you capture images and video in flight, please return or send it to the designated contact as soon as practical after landing.