Home' RTCA Documents for Review : C2 Link Systems MASPS_Draft Contents Appendix B
© 2018 RTCA, Inc.
Operations – Specific Scenarios
This section summarizes (a) the current descriptions of the power line and media and
incident reporting scenarios and (b) example use cases that could be considered and why
they would cause the most demanding conditions on the C2 Link System.
Operational and Technical Assumptions
The assumptions in the following sections were developed during the process of creating
the SE products that are the basis of this OSED. The assumptions are based on the Subject
Matter Experts who contributed their expertise to determine the impact of current
regulations on future operations of UAS in the U.S. airspace. These assumptions may not
be valid if the regulatory structure in the U.S. changes significantly or for the regulatory
structure in other countries.
1. All UAS operating in the U.S. airspace have a type design approval and operational
approval for flight.
2. Operating limitations and/or supplemental operational controls or provisions to
achieve an acceptable level of collision risk mitigation for use in the NAS will be
validated as part of the UAS type design approval process.
3. The UAS is determined to be airworthy, to include that it conforms to its type design
in compliance with instructions for continued airworthiness and inspected to be in a
condition for safe operation, including meeting appropriate regulatory maintenance
actions and inspections.
4. For operations within U.S airspace, non-cooperative Detect And Avoid (DAA) sensors
are planned to primarily address operations below 10,000’ Mean Sea Level (MSL)
against intruders with speeds less than 250 Knots Indicated Airspeed (KIAS) in
accordance with 14 CFR §91.117.
5. The DAA system is not used for separation during takeoff and landing of the UA.
Visual observers are assumed to provide visual separation during takeoff and landing
operations. Surface taxi operations are not included in this MASPS.
6. The UA will execute preplanned Lost C2 Link procedures when a Lost C2 Link state
7. The remote pilot will have the ability to control the flight path of the UA under normal
operating conditions. The UAS or remote pilot will notify ATC when a Lost C2 Link
state occurs and of the expected behavior of the UA, including any contingenc y
procedures, until the link is reestablished or the UA lands. Regulatory requirements for
UA behavior and the means to notify ATC during a Lost C2 Link state are out of scope
of this MASPS.
8. The UAS will complies with all applicable 14 CFR Part 91 regulations.
9. The UAS operator had been issued a Certificate of Waiver or Authorization by the
FAA that authorizes the UA to operate in the U.S. airspace. This authorization is
currently required for all UAS because of their inability to comply with 14 CFR Part
91 §91.113 that requires the pilot to “see and avoid” other aircraft. When the FAA
promulgates new rules for UAS to allow compliance with this rule using a DAA
system, this authorization will no longer be necessary. Until then, individual
authorizations will need to be issued and they will contain specific information about
the limitations on time and locations where the UA will be authorized to operate.
10. An IFR flight plan is filed and followed for every UAS operation.
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