• For flights within segregated airspace, whilst some of the restrictions detailed at paragraph 1.18 may still apply, a remotely piloted aircraft will generally be given freedom of operation within the bounds of the allocated airspace, subject to any agreed procedures and safety requirements.
An approval to operate will take into account the risks associated with any unintended excursion from the allocated airspace and it will also consider the possibility of airspace infringements. In addition, measures that may be put in place to enhance the safety of UAS activities will also be considered in the approval process.
• While segregated airspace, by its nature, provides exclusive use of that airstrip the UAS activity, boundaries are not impervious to aircraft infringements. In order to enhance the safety of RPAS operations the following constraints may be imposed:
⁃ Where available, the operator is to make use of an ATS provider to monitor UAS flights and to provide a service to them and to other aircraft operating in the vicinity of the segregated airspace;
⁃ Communications are to be maintained between the ATS provider and the Remote Pilot;
⁃ Procedures are to be put in place for, amongst others, emergency recovery, loss of control link and the avoidance of infringing aircraft.
SUE Operating in Controlled Airspace and Aerodrome Traffic Zones
London Heathrow and London City airports, for example, exert a major influence over the characteristics of London airspace and often require that any aircraft operating low-level Visual Flight Rules (VFR) flights adhere to notified routes and procedures to avoid traffic conflict. This is particularly true of VFR helicopter flights in and around London, which are often under active control and confined to a route-structure with changing altitude limitations. Information on this low-level VFR helicopter route structure is provided in the London Heathrow (EGLL) entry in the AD section of the Integrated Aeronautical Information Publication (IAIP).
Lifestyle Project 