Home' RTCA Documents for Review : C2 Link Systems MASPS_Draft Contents 20
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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 were
validated as part of the UAS type design approval process.
3. The UAS had been 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
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
5. The DAA system was not used for separation during takeoff and landing of the UA.
Visual observers were assumed to provide visual separation during takeoff and landing
operations. Surface taxi operations are not included in this MASPS.
6. The UA executed preplanned Lost C2 Link procedures when a Lost C2 Link state is
7. The remote pilot had the ability to control the flight path of the UA under normal
operating conditions. The UAS or remote pilot notified ATC when a Lost C2 Link
state occurred and of the expected behavior of the UA, including any contingency
procedures, until the link was reestablished or the UA landed. 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 complied 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 was filed and followed for every UAS operation.
11. ATC provided the same separation service to UA as they provide to manned IFR
12. ATC personnel were trained to manage UAS operations. UA performance information
was made available to ATC personnel to assist them in managing UAS operations.
13. The UAS was operated by a remote pilot who had responsibility for the safety of flight
operations and was appropriately trained, rated and qualified for navigation by sole
reference to instruments.
14. The remote pilot was qualified to file an instrument flight plan and capable of accepting
and complying with any instructions or clearances as directed by ATC, using an ATC
radio onboard the UA, with the exception that the remote pilot would not accept some
visual clearance requests. Development of a complete set of remote pilot qualifications
is beyond the scope of this MASPS.
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