What is a Drone OSC? (Operating Safety Case & What’s Required to Get One in the UK) | Mr MPW
Everyone, its Matt Williams, mr. mpw, and welcome to today’s drone business secrets, video in today’s video we’re going to take a look at what an OSC and operating safety case is and how it may be helpful for you and your business. Everyone it’s Matt Williams, mr. npw, welcome to today’s video if you’re new to the channel, welcome, don’t forget to press that subscribe button press the Bell button next to the subscribe bike on, so you can stay up to date with all the new content that we’ve got Coming all the time don’t forget to give it a like, if you do, give it a double thumbs down. If you don’t and drop your thoughts and comments down in the questions section below and you can always get in touch through those Matt’s ma, TT e to T’s at mr
And P W calm we are get in, if I’m honest, inundated with emails, but please don’t stop that.
It’S really good to see. If I haven’t managed to respond to you within a couple days, I do apologize literally. We have been bombarded with emails. Sorry, I’m going through them as quickly as we can around all of the other work and the kind of running of the business that we do day in and day out so onto today’s video, we are going to talk about operating safety cases OSC’s and it’s quite. I think it’s something that I mean.
We’Ve held an OSC for four or five years, all the way up until we kind of stopped operating under a PF Co a couple of months ago, and it basically allows you to have better permissions than the standard permission for commercial operations as it is at the Moment so in our case we could operate aircraft like our Falcon 8. Our survey, an inspection drone, so I’m a little bit hoarse. Today, I’m a little bit under the weather, our Falcon 8 hour survey, an inspection drone down to a 5 meter bubble, and we could take that off within 5 meters of people or down to 5 meters of people and fly it over the top of people and Property, not under our control and all we had to do is make sure we were effectively about 7 to 10 meters up so that we were 5 meters away from people and we could crack on allowed us to do things like inspecting buildings in London. Do roofing inspections of buildings that weren’t necessarily closed, and we could just take off on the pavement by setting up a five meter exclusion zone if that was even required and we’d take off and fly it’s things like that that the OSC allow you to do now. There’S a little bit more to it than just sending off the application to the CIA.
First of all, it costs quite a lot of money, you’re, looking essentially just shy of the 2,000 pounds mark. You know 1753 pounds or 56 pounds at the time between this video, but I dare say that will go up ever so slightly and April as it always does. So it’s not a cheap thing to do. It also requires quite a lot of investment, because essentially the CIA will look at three things: they’ll look at the aircraft you’re going to use they’ll look at the personnel that you are putting forward for better permissions and they will also look at the documentation that you Produce and the organization that those personnel are in so it’s a multi-faceted thing. It’S all about risk, it’s all about risk, analysis and the mitigation and how you’re going to minimize those risks.
But it’s not good enough to just say: I’m going to get an aircraft with two flight controllers, two batteries, so there’s redundancy and now I should be allowed to have better permissions. It’S also one of those things that traditionally took a year or two for people to get on the hole, and that’s mainly because you’ve got to provide the CA with the evidence that suggests that you are able to operate safely and you’re able to operate above the Average you’re able to operate in a way that kind of your standard, PFC, o holder, who’s, fresh out of the box and and fresh out of their training, isn’t able to do so. It’S quite a quite involved process. Often that being said, there are people out there who have applied for an OSC within a couple of months of passing their PFC, oh and being granted it, albeit those permissions, won’t necessarily be. You can now fly a heavy-lift aircraft down to ten meters, which is kind of the coveted osc distances like we had on some of our aircraft and we’ve operated those kind of aircraft for people who’ve held those overseas in the past.
You won’t get one of those necessarily immediately, but that barrier has now been broken and it is possible if you are able to write the paperwork and able to demonstrate and provide the evidence to the CA that you’re able to operate safely under better permissions. There’S no reason you shouldn’t be granted that I guess then the barrier becomes the time to write the OSC and the time to sorry the money to be able to put that application into the CIA. So it’s an interesting process and if it is some that you’re interested in then we can help walk you through that we’ve got a lot of experience in this field. As I say, we were one of the first to have an OSC we’ve operated under many other OSC s. We’Ve written OSC s for the companies.
We have written the regulations to fly under now. I see that they even exist in places like Bermuda for their CIA. You know it’s it’s a very interesting process, it’s something that will definitely lead to you, potentially being a safer operator and understanding the mechanisms more and the regulations more behind what goes on. But it’s not as simple as I say, is just buying a and inspire too, because other people have got 10 meters on inspire to applying. For that permission of being granted it um it does allow for a lot more flexibility.
We found that’s the main reason we use it. We don’t actually tend to when we had an OSC when I’ve operated and drove us use for other people. It’S not necessarily actually generally the case that we would get down to within 10 meters of people, not under our control or 5 meters of people, not under our control. With our Falcon, it was more to give us the flexibility to be able to operate wherever we wanted without having to shut down an entire Street or shut down a roadway. We could find a smaller place that was suitable to take off, that we wouldn’t necessarily be able to take off in in understanding permissions and then be able to get airborne and then operate and operate safely.
So a brief breakdown of what an OSC is. I suppose the other thing to bear in mind. There are three elements within the OSC in terms of the kind of operating safety case itself. I’M going to do a video tomorrow on the operations manual side of things, and this is it so at the O at the OSC. At the moment there are three volumes within the operating safety case volume.
One is the operations manual, and I think this is one of the things that some of the NQ EES potentially don’t realize is that you are not when you are operating under standard permissions operating under an operating safety case. You are operating under standard permissions granted by the CIA and the limits within your PFC, oh and those for those. You only need to have an opera manual. You don’t need to have volume 2, which is the aircraft technical document, and you don’t need a volume 3, which is the safety management system side of things. You only need to have one volume but more on that in future videos, tomorrow’s video.
Hopefully so that really is the breakdown. It’S three volumes. You know if you want help write that guidance right so that let us know we can dive in and help, but actually you can get everything out of the cap. 72A. It’S all in there.
It’S all quite well written down, and I think this is important to know because actually moving forwards. If and when the regulations change at the moment pegged for the middle of 2020. When those regulations change, there will be people operating in different categories, but the CAA have already said that anyone operates it under an operating safety case will be grandfathered over to having the same, if not better permissions under the other categories moving forward. So it’s actually quite interesting. I think it’s one of those that if you were to get that now, the CAA will help you you’ll be in better place moving forward.
If and when the regulation has changed the regulations by the way. As soon as we know what’s happening with the regulations, I will let you guys know as far as we’re aware at the moment, actually in terms of the OSC, the CAA will have to take over the risk assessment. The risk become a safety management system management side of that according to the new regulations. But again we’ve not heard that direct from the CAA. That’S what the regulations state so we’ll see how they will tackle that and if anyone is interested in moving forwards with an operating safety case, go over to mr
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We’Ve got a new website come in in the next, hopefully three or four days, but down at the bottom, whether you go now or whether you go in a few days time. After the video has been released down at the bottom subscribe to the newsletter, and I will let you know we are going to be running a free, OSC workshop. It will be a full day, long workshop for anyone who’s interested in or wants to get an OSC where we will walk you through all of the stages. Are we from 10 o’clock till 4 o’clock, so a full 6 hours with myself we’re going to put lunch on and it will be totally free for the first 60 people that register go over sign up to the newsletter? This is the only way you’re gon na be able to get into.
This is what we’re thinking at the moment sign ups, the newsletter. We will drop you an email when we launch this and when we’ve confirmed the date it’s gon na, be sometime in the middle of October. When we confirm the date we’ll let you know, and then you can sign up from there and hopefully it’ll be awesome to meet some of you there, because the engagement and interaction we’re having from you as a community is incredible. So thank you so much for that. But more importantly, it be great to teach you all on top of meeting you all and teach you all for free how to go through that process.
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