569
1 INTRODUCTION
Scientific and technological advances make unmanned
systems play a key role in industry, business, science,
and education and rescue. This is due to the conducted
research, implementation of the results of
implementation projects as well as plans and forecasts
of international organizations. The results obtained
from scientific experiments and flight tests carried out
in 2015-2024 made it possible to specify and present in
the paper selected problems related to the operational
use of dedicated unmanned systems. Aviation
experience is also important, participation in the work
of the NATO C3 Board Navigation Committee,
CNS/ATM Sub Committee, conducting projects
(SHERPA, HEDGE, EGNOS Introduction in Eastern
Europe) of the Polish Air Navigation Services Agency,
organizing conferences, DRONTECH WORLD
MEETING workshops since 2016, conducting lectures
and workshops organized by CEPOL, participation in
search and rescue operations and operational UAS
activities during exercises: fire brigade, the police,
border guards and crisis management of Katowice
International Airport. At that time, there was also an
opportunity to get acquainted with unmanned air,
land, oversea and underwater systems [1].
At the outset, it is also important to note the
classification of UAS. The NATO UAS classification is
presented in table 1, but in the event the UAS is armed,
the operator should comply with the applicable [2] and
the system will need to comply with applicable air
worthiness standards, regulations, policy, treaty, and
legal considerations (for example Strike/Combat in
table 1). Unmanned Aircraft System (UAS) that have a
maximum energy state less than 66 Joules are not likely
Selected Operational Problems and Challenges
for the Unmanned Aircraft Systems
A. Fellner
1
& R. Fellner
2
1
Silesian University of Technology, Katowice, Poland
2
Fire University, Warszawa, Poland
ABSTRACT: Scientific and technological developments mean that Unmanned Aircraft Systems (UAS) play a key
role in industry, business, science and education and rescue. This is due to ongoing research, the implementation
of the results of deployment projects, and the plans and forecasts of international organisations. In the literature,
there are three main groups of factors determining the development of technology in the aviation sector: user/user
expectations, technical capabilities, legal basis. The cooperation of actors integrates the aviation environment and
creates an interdisciplinary jigsaw of systems: navigation, air traffic management, safety, communication,
flexibility and efficiency and airspace capacity, surveillance and radiolocation. As a result of experiments and the
operational use of unmanned systems, e.g. during rescue and firefighting operations in the Biebrza National Park
in 2020, it was found that the prerequisite for the safe and precise performance of a task by an UAS is the initial
and direct navigational preparation. The experience gained and conclusions made it possible to develop a concept
of navigational preparation for UAS. The above issues integrating the approach of security studies and safety
engineering disciplines are presented in the article.
http://www.transnav.eu
the International Journal
on Marine Navigation
and Safety of Sea Transportation
Volume 19
Number 2
June 2025
DOI: 10.12716/1001.19.02.29
570
to cause significant damage to life or property, and do
not need to be classified or regulated for airworthiness,
training, etc (for example Micro in table 1) purposes
unless they have the ability handle hazardous
payloads (explosive, toxins, chemical/ biological
agents, etc.).
For civilian purposes, the classification of drones in
the European Union includes five classes, which are
defined based on weight and dimensions [3]:
− C0: Drones weighing less than 250 g that cannot fly
faster than 19 m/s.
− C1: Drones with a mass of 250 to 900 g that cannot
fly faster than 50 m/s.
− C2: Drones between 900g and 4kg that cannot fly
faster than 80 m/s.
− C3: Drones with a weight of 4 to 25 kg.
− C4: Drones weighing more than 25 kg.
− C5 and C6: Drones are dedicated to the specific
category in STandard European Scenarios (STS).
The implementation of the above projects required
the appointment of a team of interdisciplinary
specialists and they pointed to the necessity of: having
certified equipment, determining the position based on
RTK DGNSS (Real-Time Kinematic Differential Global
Navigation Satellite System), developing appropriate
European and national legal and technical conditions,
developing appropriate properties (flight function,
dimensions, weight, fuel supply, number of engines,
strength, stability, operational potential, operational
potential for maintaining UAS airworthiness,
controllability, restorability) and properties
(functionality (usable, maintenance, maintenance of
airworthiness), value, storage, technical and
operational readiness, economic durability, reliability,
safety, ergonomics, service life, durability – service life,
serviceability, adequacy, effectiveness, testability,
resistance to environmental conditions/damage and
wear as well as corrosion, fatigue of operating
materials, provision of service, appropriate theoretical
and practical preparation for operational activities.
The aim of the research is to develop the navigation
concept for preparation for UAS, which will ensure
their safe and precise use in special actions, such as
rescue and firefighting operations. The research also
aims to characterize the challenges and problems
associated with the widespread operational use of
UAS, as well as at integration of technical, utility and
legal requirements for safety flights.
2 METHODOLOGY
The article decomposes and reconstructs (taking
inspiration from the reverse engineering method) the
process of navigational flight preparation. A mixed
approach was used, combining: qualitative research
(case studies – Wildfire in Biebrza National Park,
Poland 2020) and quantitative research (field
experiments, UAS operational data analysis/logs, flight
planning). It took into account user/pilot expectations,
technical capabilities, legal basis. Literature review and
analysis of documents (operational documentation,
reports, projects deliverables) on planning and
preparation for flights were made. The research did not
include determining or measuring mission
performance indicators (e.g., arrival time, location
accuracy, radio link stability) or factors that increase
the ergonomics of the pilot's work.
Table 1. NATO UAS Classification
Class
Normal Use
Normal Operating
Altitude
Normal Mission
Radius
Example Unmanned
System
III above 600 kg
Strategic/National
Up to 65 000 ft
Unlimited (BVLOS)
Reaper
Strategic/National
Up to 65 000 ft
Unlimited (BVLOS)
Global Hawk
Operational/Theatre
Up to 45 000 ft MSL
Unlimited (BVLOS)
Heron
II 150 kg – 600 kg
Tactical Formation
Up to 18 000 ft AGL
200 km (LOS)
Hermes 450
I below 150 kg
Tactical Unit
Up to 5 000 ft AGL
50 km (LOS)
Scan Eagle
Tactical Subunit (manual or hand launch)
Up to 3 000 ft AGL
Up to 25 km (LOS)
Skylark
Tactical Subunit (manual or hand launch)
Up to 200 ft AGL
Up to 5 km (LOS)
Black Window
Source: [1] BVLOS - Beyond Visual Line of Sight, LOS - Line of Sight, AGL - Above Ground Level.
Table 2. Checklist before TAKE-OFF and after LANDING
BEFORE TAKE-OFF
YES/NO
AFTER LANDING
YES/NO
Airspace analysis - is the flight to be performed outside a controlled space or flight restriction
zone not subject to State Fire Service?
Shutting down the engines
Analysis of meteorological conditions – KP index, wind, precipitation - do conditions match
Unmanned Aerial Vehicle (UAV) capabilities?
Switching off the UAV
Analysis of potential hazards at the flight site - is the flight site free of obstacles that could
prevent safe flight execution?
Drive train temperature monitoring
Securing the take-off and landing site - is it possible to secure the landing site?
Switching off Ground Control Station/Remote
controller
Power source health check - are the batteries operational and charged?
Communication to the Air Operations
Coordinator that flights have been completed
Ground Control Station/Remote controller - is it operational and charged?
Notification of the end of flights at Drone
Tower.
Pre-launch check of aircraft: propellers, gimbal lock, SD card, condition of engines, general
condition of structure, launch, calibration - are they operational and ready to fly?
Inspection of the general condition of the UAV
Setting Failsafe parameters (e.g. Return To Home) and specifying maximum UAV distances
from the Ground Control Station/Remote controller (geofencing) - is it set?
Securing the aircraft and preparing for
transport
Use of ICT tools and systems to enhance security (e.g. [6], [7], [8])
Arrangement of take-off and landing sites
Obtaining approval for flights, agreement with Air Operations Coordinator - if required
Downloading data from SD card
Checking the UAV's response to commands from Ground Control Station/Remote controller -
is the drone responding?
Communication to the Air Operations Coordinator that flights are ready to begin
Source: [5]
571
3 PREPARATION FOR OPERATIONAL WORK OF
A UAS PILOT
State Fire Service units, like other uniformed services
subordinate to the Ministry of the Interior and
Administration, are entitled to request the
establishment and activation of DRA and R flight
restriction zones. This is done using the ‘Dynamic
Safety & Security - Services’ information system of the
Polish Air Navigation Services Agency (PANSA) [4]. It
enables state institutions to quickly submit electronic
requests for immediate and temporary airspace
restrictions in connection with rescue, public order or
state security operations. DRA zones limit the flights of
unmanned aircrafts, R zones both manned and
unmanned aircrafts.
The application for creation of DRA zone is made
by a firefighter from the provincial command station
(in Provincial Headquarters of the State Fire Service) at
the request of the pilot. The application shall specify,
inter alia, the date of commencement, date and time of
termination of the zone, the shape of the zone, the
lower and the altitude limit of the zone, as well as
possible exemptions to its validity (e.g. unmanned
aircraft flights below a certain take of mass are
allowed). The application shall be subject to review by
PANSA (fig. 1).
Figure 1. View of the Dynamic Safety & Security - Services’
system interface. Source: [4]
Before take-off, each pilot is required to complete
the checklist activities (table 2) included in the
Operational Manual "Use of UAS in the activities of
organisational units of State Fire Service" [5]. The
Operational Manual has been developed by the Drone
Team of the Chief Commandant of the State Fire
Service to develop directions for development and
working out changes in documents in the field of the
use of Unmanned Aircraft in the State Fire Service.
In the case that there is more than one aircraft (State
Fire Service or other entities) in the area of ongoing air
operations, or aircraft have been dispatched to the site
of operations, an Air Operations Coordinator (AOC) is
appointed. It is permissible to entrust this task to a
representative of another entity. The Air Operations
Coordinator is also authorized to manage the flight
restriction zone (Zone R or DRA) and may grant
permission to fly in the zone to other entities (including
entities and persons outside the uniformed services) if
they request such permission. The Air Operations
Coordinator (table 3) is not responsible for the manner
in which UAV pilots perform their flights in the zone
managed by him. His priority task is to organize the
airspace in such a way as to provide the best possible
conditions for UAV flights and make the best possible
use of the available airspace in terms of time and space.
In order to coordinate the flights of several UAVs,
also inside separate zones, it is necessary to conduct
pre-flight briefing. A pre-flight briefing is performed to
ensure flight safety, coordinate flight parameters,
ceilings, assign sectors and establish mission
objectives.
Table 3. Recommended BRIEFING elements (e.g. for Air
Operations Coordinator)
GENERAL
1. Allocation of a separate radio channel for Drone Teams.
2. Identify and write down the codenames of the Drone Teams
3. Establish a safe area for drone flights, safe for manned aviation,
coordinated with manned flights (southern section of the forest, north
side of the runway)
4. Provide the teams with the necessary documentation, approvals
5. Set time slots - if applicable
6. Characterise sites of action
7. Check and document current and forecast weather (visibility, fog, air
temperature, possibility of icing, humidity, wind direction and speed,
wind gusts, Kp index, precipitation and sudden weather changes
forecast).
8. Check airspace - restrictions, boundaries, zone activity, heights, buffers
(e.g. [9], [7], [6], [10], [11])
9. Other (e.g. navigational hazards)
MISSION
1. Establish ‘go’ - ‘no go’ criteria - if applicable
2. Division into sectors/flight areas - ABCD method, dial method
3. Mission profile (examples): Building fire; Grass/forest fire; Landfill fire;
Traffic accident; SAR/missing person search (open area); Missing person
search (debris); HAZMAT; LNG; Flooding; High-risk facility event; Mass
event; Security; Dike monitoring; Post-fire inspection; Monitoring of
firefighters' work.
4. What are we doing? What is the objective, what information can we
provide to the rescue action commander and staff? How do we want to
achieve this?
5. Threats to the success of the mission and flight, on-site risk analysis,
6. Questions - what possibly could go wrong?
CREW
1. Division of duties in Drone Teams (pilot i data analyst/camera
operator/observer)
2. Checklists
3. Reports - upon reaching the combat section you report: “WARSAW
DRONE TEAM on site, I begin preparations for take off”; before flight
‘WARSAW DRONE TEAM ready for take off’ and waiting for approval
from the Air Operations Coordinator, you report landing ‘WARSAW
DRONE TEAM has landed’.
4. Avoiding information noise
5. Rehearsal of radio communication - calling the Drone Teams one by one
EMERGENCY PROCEDURES
1. Procedures in case of DroneTower failure, lack of wireless network
coverage, image transmission interference
2. Procedures in case of loss of radio communication with the Staff
3. The “see and avoid” method
4. Emergency procedures: failure of anti-collision sensors, loss of GNSS; loss
of vision; loss of radio link; drone “breaking”; power off in flight, no
connection to camera
5. Emergency response plan
6. Critical (emergency) situations
Source: [5]
When it comes to risk analysis, it is necessary to take
into account the key elements, as: concept of the
operations, number of Unmanned Aircrafts (UA) and
their altitude, operating environment, threats, type of
operation VLOS (Visual Line of Sight) or BVLOS
(Beyond Visual Line of Sight), estimation of
human/bystander density in the operational area,
airspace occupancy, adjacent spaces, birds presence,
etc.). Various methods of risk analysis for drone flights
are helpful in this regard, for example SORA (Specific
Operations Risk Assessment), EPSP (Equipment,
People, Environment, Procedure), ERA (Easy Risk
Assessment) [20].
572
It is recommended that a de-briefing be conducted
after the flight, where the flight crew (drone teams
members) shares factual information about the flight.
This information can include weather conditions,
aircraft issues, and other relevant details. This type of
information allows you to increase flight safety, avoid
repeating mistakes, minimize risks during subsequent
missions, and consolidate good habits and practices.
They can also be used as input to reports after rescue
operations (table 4).
Table 4. DEBRIEFING after rescue operations
GENERAL
1. Realization of mission objectives - YES / NO
2. Receiving reports from crews/teams
3. What difficulties occurred? What happened? What went wrong?
4. What could be expedited/eased/do better?
5. What was good?
6. What unexpected situations occurred?
Source: [5]
4 NAVIGATION PREPARATION OF UAV TO THE
OPERATIONAL ACTIVITIES OF FIRE SERVICES
The development of UAS techniques and technologies
for the needs of fire brigades, First Responders (FR)
was the subject of scientific and research projects:
ASSISTANCE [12], FIRE-IN [13], ResponDrone [14],
FASTER [15]. The results obtained indicated the need
to introduce navigational preparation, during
operational UAS flights, which were used for the first
time in 2020, during a large-scale fire of meadows,
forest areas, reeds and peat bogs in the Biebrza
National Park (Fig. 2). Firefighting activities were
carried out from 19.04 to 26.04, 348 firefighters, 6 patrol
and firefighting planes, 5 helicopters, and 4 UAS
participated. The total area of the fire was 5280 ha [16].
Figure 2. The front of the fire marked on the site photo and
satellite photo
Figure 3. Image of the Copernicus satellite reconnaissance
with the area affected by the fire in the Biebrza National Park.
Source: [17]
Over the area affected by the fire, the following
airspace zones were taken into account: restricted -
EPR23 (BIEBRZA NATIONAL PARK, active H24,
altitude from GND to 4000 ft AMSL), DRAR - Drone
Airspace Restriction U-space.
In order to coordinate forces and resources, the
Command Post of the Commander-in-Chief of the Fire
Service was established and the European Disaster
Response System COPERNICUS was launched,
obtaining satellite imagery of the fire area (Fig. 3).
The experience and conclusions gained during
rescue and firefighting operations in the Biebrza
National Park enabled the development and for the
first time the use of a method of initial and direct
navigator preparation for flights, suitable for UAS. It
was necessary for the safe and precise performance of
the assumed tasks. The option of a polygonal UAS
mission was used, defining the area of drone flights
using the ladder method (Fig. 4).
Figure 4. Ladder method, monitoring the fire site in the
Biebrza National Park.
The flights were performed by UAS of the following
types: DJI Matrice 210, Yuneec H520, which monitored
firefighting activities, terrain, precisely identified
individual outbreaks and fires, and enabled control of
fires after the end of firefighting operations. The
effectiveness and precision during the performance of
tasks (fig. 5, fig. 6) resulted from the initial and direct
navigator preparation developed and introduced for
UAS.
Figure 6. DJI Matrice 210 and flight times in its individual
configurations [18]
573
Table 3. Sample logbooks necessary during the operational use of drones (filled in for the flight route along the front of the
fire)
UAS (drone)
Wind parameters (direction, speed)
Operator/pilot
True air speed (TAS)
Flight dates 22.04.2020
Flight altitude 80 m
Preliminary calculations
Route
Direct calculations
Magnetic course
S
TAS (Vr)
t
KB
t
Ground Speed
GS (W)
KM
KZ
of the WPT
0
2400
0,7 km
30 km/h
1,4 min
1
3100
0,7 km
30 km/h
1,4 min
2
300
0,7 km
30 km/h
1,4 min
3
600
0,8 km
30 km/h
1,6 min
4
3300
1 km
30 km/h
2 min
5
300
1 km
30 km/h
2 min
6
450
1km
30 km/h
2 min
7
od KPT
SUPPORT NOTES
Flight endurance - 11,8 min
Fuel Quantity/Number of Batteries -
Safe flight altitude – 80 m
Deviation +7° 4'
Dawn -
Nightfall -
Alternate landing sites for the unmanned aerial system:
Figure 3. Unmanned aerial system: ST16S Ground Station
control unit and Yuneec H520 UAS with E90 camera [19].
Navigational UA preparation for flight is
compliance with the established rules for developing a
map and preparing a flight plan for a specific route. It
has a decisive impact on the successful, safe execution
of the UA flight. On the other hand, the graphic
development of the map (Fig. 8) consists in taking into
account: the flight route (Fig. 7) and its description,
entering the flight time for each segment, taking into
account all zones (D - danger, R - restricted, P -
prohibited) above the flight area (e.g. EPR23 zone),
marking natural and artificial obstacles (marking the
height above the terrain and above sea level), marking
the highest hill in the route strip in the form of
rectangles, marking the direction and speed of the
wind with a vector, recording the value of declination
in the flight area. Navigator preparation for flights is
performed at the moment of receiving the task and is
divided into: initial and direct.
Figure 7. Route of monitoring the fire site (on the left) and
data on the value of magnetic declination for the locality
GONIĄDZ
It is worth noting that for the purposes of the study,
“operational use of UAS” was defined as their use by
state services, inspections and guards and other
uniformed formations, aimed directly at combating
and/or minimizing threats to human life and health,
property, infrastructure or the environment, animals
(in the case of the State Fire Service, these will be rescue
and/or firefighting operations). These activities are
characterized by the need for rapid decision-making,
under time pressure, with the rapid influx of a large
amount of information in a short period of time,
sometimes in unfamiliar terrain, difficult, dynamic,
prolonged and unpredictable conditions.
Figure 8. Fire front with a designated route on the map (left)
and a route prepared during the initial navigational
preparation with marked flight parameters (right)
After the preliminary navigational preparation, the
prepared parameters for the UAS flight are entered in
Table 3 and the direct navigational preparation is
carried out and the obtained data are also placed in
574
Table 3. The direct navigational preparation is carried
out before the UAS flight, as the wind speed and
direction must be taken into account. This preparation
includes: analysis of the meteorological situation, up-
to-date information of the air traffic service on the
navigational situation in the area of flight performance
and the performance of direct flight calculations, which
are performed on the basis of updated flight conditions
based on meteorological data (wind speed and
direction, temperature, pressure). The corrected
parameters, taking into account drift angles and True
Air Speed and Ground Speed caused by wind
parameters, are also entered in the table on the right.
Checking the aircraft's navigation equipment. During
the operational use of UAS in Poland, meteorological
data contained on the Institute of Meteorology and
Water Management - National Research Institute
website are necessary: General Aviation
METeorological Information (GAMET) - forecast
weather in the area and information on hazardous
weather phenomena, AIRman's METeorological
Information (AIRMET) - textual description with the
use of applicable abbreviations, observed or forecast
occurrences of significant meteorological phenomena
on the flight route, Significant Meteorological
Information (SIGMET) - concise description of
occurring or forecast significant meteorological
phenomena on the flight route affecting safety (forecast
development of these phenomena in time and space is
given), maps: turbulence, icing, storm maps. Taking
into account the time intervals for issuing
meteorological reports, it is reasonable to use mobile
meteorological stations (capable of measuring at least:
temperature, wind speed and direction, humidity)
located either close to the place of events and
deployment of forces and resources, or on the vehicles
of drone teams.
5 CONCLUSIONS
The research required an interdisciplinary approach,
integrating the methodological achievements of
security studies and safety engineering. Analysis of
real-life UAS use cases (e.g., a rescue operation in
Biebrza National Park) has shown that pre-navigation
preparation of operators and systems is crucial to
mission success. Operational experiences led to the
creation of the UAS navigation preparation concept,
which can be training and procedural framework for
future operations.
In the operational operation of unmanned systems,
the international UTM (Universal Transverse
Mercator) grid is used in the WGS-84 reference system.
Presentation of the navigational preparation algorithm
for operators of unmanned systems/platforms,
enabling safe and optimal performance of assumed
tasks, undertakings during commercial, operational
activities.
In the course of the analysis, it was reasonable to
characterize the following challenges and problems of
operational preparation for flights:
− the need for a drone operations management
platform, enabling real-time visualization of the
position and altitude of the UA involved in the
operation,
− wireless, reliable image transmission from the scene
to headquarters, image analysis,
− inclusion in the training programs of UA pilots
aspects of the operation of flight management
software and management of flight data/logs,
creation of orotofotomaps,
− training of firefighting pilots from different mission
profile (examples): Building fire; Grass/forest fire;
Landfill fire; Traffic accident; SAR/missing person
search (open area); Missing person search (debris);
HAZMAT; LNG; Flooding; High-risk facility event;
Mass event; Security; Monitoring of dams,
embankments, Post-fire inspection; Monitoring of
firefighters' work,
− study of optimal parameters for flight planning,
thermal imaging camera settings,
− constant analysis of atmospheric conditions, having
a mobile weather station,
− analysis of reasonableness of docking station
deployment/placement to enable drone takeoffs
and landings, remote battery replacement,
− UA, cameras and RC stations should be resistant to
adverse weather conditions (at least IP 55),
equipped with anti-collision systems, additional
locators/trackers,
− use of checklists by drone teams for briefing and
debriefing.
REFERENCES
[1] D. o. Defense, Unmanned Systems Integrated Roadmap
FY 2013-2038, Washington, 2014.
[2] NATO, STANAG 4670 - Minimum Training
Requirements for Unmanned Aircraft Systems (UAS)
Operators and Pilots, Edition 5 - ATP-3.3.8.1, 2019.
[3] “Commission Delegated Regulation (EU) 2019/945 of 12
March 2019 on unmanned aircraft systems and on third-
country operators of unmanned aircraft systems,”
Official Journal of the European Union, L 152, 11.6.2019,
p. 1–40, 2019.
[4] “Dynamic Safety & Security System,” PANSA, 2025.
[Online]. Available: https://drony.gov.pl/dss . [Accessed
14 April 2025].
[5] Operational Manual "Use of UAS in the activities of
organisational units of State Fire Service", Warsaw:
National Headquarters of the State Fire Service of Poland,
2024.
[6] PANSA, “ Integrated Web Briefing (IWB),” Polish Air
Navigation Services Agency, [Online]. Available:
https://iwb.pansa.pl/. [Accessed 14 April 2025].
[7] PANSA, “Airspace Use Plan,” Polish Air Navigation
Services Agency, [Online]. Available:
https://airspace.pansa.pl/. [Accessed 14 April 2025].
[8] PANSA, “Dronemap,” Polish Air Navigation Services
Agency, [Online]. Available: https://dronemap.pansa.pl/.
[Accessed 14 April 2025].
[9] PANSA, “Aeronautical Information Publication (AIP)
Poland,” Polish Air Navigation Services Agency,
[Online]. Available:
https://www.ais.pansa.pl/publikacje/aip-ifr/. [Accessed
14 April 2025].
[10] PANSA, “EAD Basic - The European AIS Database,”
Polish Air Navigation Services Agency, [Online].
Available: https://www.ead.eurocontrol.int/fwf-
eadbasic/public/cms/cmscontent.faces?configKey=defaul
t.home.page. [Accessed 14 April 2025].
[11] “DroneTower,” Polish Air Navigation Services Agency ,
[Online]. Available: https://www.pansa.pl/dronetower/.
[Accessed 14 April 2025].
[12] ASSISTANCE, “EU-funded project "ASSISTANCE",”
[Online]. Available: https://assistance-project.eu/.
[Accessed 14 April 2025].
575
[13] FIRE-IN, “Project "FIRE-IN - Fire and Rescue Innovation
Network",” [Online]. Available:
https://cordis.europa.eu/project/id/740575/fr. [Accessed
14 April 2025].
[14] ResponDrone, “EU project "ResponDrone - Situational
Awareness System for First Responders",” [Online].
Available: https://respondroneproject.com/. [Accessed 14
April 2025].
[15] FASTER, “EU project "FASTER - First responder
Advanced technologies for Safe and efficienT Emergency
Response",” FASTER , [Online]. Available:
https://www.faster-project.eu/. [Accessed 14 April 2025].
[16] A. F. M. F. R. Fellner, “Navigation preparation of UAV
to the operational activities of fire services,” In: Scientific
Reports of Fire University, 79 (2021), pp. 51-81, 2021.
DOIU: 10.5604/01.3001.0015.2888.
[17] Copernicus, “Copernicus Emergency Management
Service - Mapping,” Copernicus, [Online]. Available:
https://emergency.copernicus.eu/mapping/system/files/c
omponents/EMSR436_AOI01_FEP_PRODUCT_r1_RTP0
1_v1.jpg. [Accessed 26 November 2020].
[18] GoHero website, “Flight time of models from the M200
V2 series in individual configurations:,” DJI, [Online].
Available: https://www.gohero.pl/dji-matrice-210-rtk-v2.
[Accessed 14 April 2025].
[19] Aeromind, “Hexakopter Yuneec H520 DRON,” Yuneec ,
[Online]. Available: https://yuneec.pl/product-pol-1768-
Heksakopter-Yuneec-H520-Dron.html. [Accessed 14
April 2025].
[20] Wiktor Wyszywacz, W. (2023). “UAS in rescue and crisis
management – determination of operational risk”. In:
Scientific Reports of Fire University, 83 (2023), pp. 95-116.
https://doi.org/10.5604/01.3001.0053.7148.