In the previous part of our series, we introduced standard scenarios (STS) and pre-defined risk assessments (PDRA), which can make it easier for operators to obtain authorization to operate in a specific category. However, not all planned operations meet the conditions of these simplified procedures. In such cases, the methodology comes into play SORA (Specific Operations Risk Assessment).

What is SORA?

SORA is a methodology for individual risk assessment intended operation of unmanned systems in a specific category. Its the aim is to demonstrate that the planned operation can be carried out safely and that the operator has taken appropriate measures to reduce the identified risks.

Unlike standard scenarios or PDRA, each operation is assessed individually according to its specific parameters. SORA is therefore used mainly for more complex or non-standard operationswhich cannot be classified under any of the predetermined scenarios.

How is it going?

The methodology first answers the question "How risky is the planned operation?" and only afterwards “How do I prove that I have adequately addressed these risks?”

The SORA process takes place in ten stepswhich are divided into 2 phases:

Phase 1 – Determining Security Requirements (Steps 1-9)

1. Description of operations — Detailed Operational Information (DOI). The operator will describe the intention in detail: where it will fly, at what altitude, over what terrain and over what population density, whether in line of sight (VLOS) or beyond it (BVLOS), including the implementation of mitigating elements. It now has a uniform structure and specifies exactly what information the operator must submit.
2. Determination of intrinsic Ground Risk Class (iGRC). It is about determining the initial level of risk to people and property on the ground according to the characteristics of the unmanned system, population density and planned operations.
3. Ground risk assessment — GRC (Ground Risk Class) – optional. This indicator reflects the risk to people, property and critical infrastructure on the ground in the event of a drone crash. Key factors in determining the GRC value are the weight and speed of the drone, population density and mitigation measures used (e.g. emergency landing system, parachute system, geofencing) and how the proposed mitigation measures will affect the resulting level of ground risk.
4. Determination of intrinsic Air Risk Class (iARC). This involves determining the initial risk class for the airspace and evaluating the initial risk of collision with manned aircraft with regard to the nature of the airspace and the density of air traffic.
5. Air risk assessment — residual Air Risk Class (rARC) – optional. Here, the air risk is recalculated after taking into account strategic risk reduction measures, such as organizational or operational restrictions.
6. Tactical Mitigation Performance Requirements (TMPR). Here, the requirements for tactical measures are assessed, which have prevent a collision with other air traffic participants during the flight itself, if an encounter with other air traffic participants occurs. TMPR is intended to ensure that the operator is able to detect other traffic in the area in time, correctly assess the situation and react safely.
7. Determination of SAIL. The combination of GRC and rARC values ​​results in the resulting SAIL (Specific Assurance and Integrity Level) value on a scale of I–VI. The general rule is: the higher the SAIL, the more stringent the requirements for technology, training or operational documentation must be met.
8. Containment. It represents a set of technical and operational measures aimed at ensuring that the drone does not leave the approved operating area during flight, or that its possible departure does not pose an unacceptable risk to persons, property or other air traffic participants.
9. Fulfillment of operational safety objectives (OSO). For each SAIL level, operational safety objectives and the required level of intensity for their fulfillment are defined. Requirements include, for example, the technical reliability of the drone, the existence of an emergency landing system, the ability to stay in a defined area, sufficient pilot training, or the existence of operational procedures for emergency situations.

If at this stage the operator concludes that the SAIL corresponds to the SAIL I or SAIL II value, i.e. low risk, he does not need to consult his intention with the ÚCL and can proceed directly to Phase 2.

Phase 2 – Demonstration of compliance and safety (step 10)

This phase builds on the outcome of phase 1 and includes the development of Comprehensive Safety Portfolio (CSP) comprehensive security portfolioIt also includes documents from Phase 1. This documentation must be understandable, complete, consistent and well-connected. Any discrepancy may lead to a prolongation of the procedure or, in extreme cases, to the rejection of the application.

The goal is for the operator to demonstrate that everything they have defined in the previous steps is being fulfilled. This can be demonstrated using, for example, manuals, records of testing, exams or training.

The purpose is to demonstrate that the applicant has properly checked, evaluated and implemented measures that are implemented in real practice and have not remained only "on paper", and that the achieved level of these measures is acceptable and the risk arising from operation is acceptable.

What does SAIL mean?

One of the main outputs of the SORA methodology is the determination of the so-called Specific Assurance and Integrity Level – SAIL.

The SAIL level expresses the overall risk level of the planned operation and is based on an assessment of the risks to people on the ground and the risks in the airspace.

There are six levels – SAIL I to SAIL VI:

• SAIL I and II – low risk
• SAIL III and IV – medium risk
• SAIL V and VI – high risk

In general, the higher the SAIL level, the higher the requirements placed on the operator. Higher levels may mean stricter safety measures, more extensive operational documentation, higher demands on the technical security of the unmanned system, or a more sophisticated safety management system.

The established SAIL level also determines the scope of safety objectives that the operator must meet in order to obtain an operating authorization.

SORA 2.5 – what's new?

Currently, the methodology is increasingly being applied in European practice SORA 2.5 (replaced the SORA 2.0 methodology), which represents a modernized version of the original risk assessment procedure.

The new version retains the basic principle of individual traffic evaluation, but brings clearer structure of the methodology, more accurate risk assessment, especially for people on the ground, and greater harmonisation of procedures between individual Member States of the European Union.

Another innovation of the SORA 2.5 methodology is the use of the so-called Population Density MapThese allow an objective assessment of the risk to persons on the ground based on statistical data on population density at the location of the planned operation. This makes risk assessment more accurate, uniform and predictable across EU Member States.

At the same time, for some less risky operations simplifies administrative requirementswithout reducing the level of safety.

For professional operators, SORA 2.5 thus represents a more modern and predictable framework for obtaining an operating permit.

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The SORA methodology is a basic tool for approving individual operations in a specific category. Although its preparation is more demanding than using standard scenarios or PDRA, allows for the implementation of complex and technologically innovative operations that would otherwise not be possible to approve.

A properly prepared risk assessment is the basis for obtaining an operating permit and at the same time helps operators set up a safe and effective drone operation system.

In the next parts of our series, we will focus on generic authorization and LUC License, which can facilitate repetitive flight operations for professional operators.

Do you need to assess which regime applies to your planned drone operation, or prepare documents to obtain a permit? We will be happy to help you.

JUDr. Ing. Jan Vych, attorney and partner