Home' RTCA Documents for Review : C2 Link Systems MASPS_Draft Contents Appendix A
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ones would come from the rules for the airspace in which they are operating. They will
also be constrained by the limits of the certification for their UAS. Operators will need to
adhere to the operating rules under which they are operating (e.g., 14 CFR Part 91 or Part
135). Those rules will establish constraints on remote pilots, maintenance, and types of
operations allowed. Two examples of these constraints are: (1) specific approval would be
required to carry cargo for compensation or hire, and (2) all operations must receive
authorization such as a Certificate of Waiver or Authorization (COA) to operate outside
the 14 CFR Part 107 rules until the “see and avoid” and other rules are amended (i.e., 14
CFR Part 91 §91.113/115). The COAs would include limitations on all operations based
on the safety risk to the U.S. airspace posed by the aircraft and area of operation.
From a security perspective, the UAS operators will want the C2Link System information
exchanges to be secure, so there is a minimal chance for the link to be compromised.
UAS Original Equipment Manufacturers (OEM)
OEMs are the organizations who design, build, test, and hold the certificates for the UAS.
The OEM will hold both the type certificate and the production certificate following
issuance by the FAA. Many larger OEM will be able to obtain the organization delegation
authority that allows them to issue their own approvals based on acceptance of the OEM
processes by the FAA. OEM retain the responsibility to provide technical data to their
customers to support safety-mandated changes. This responsibility remains with the holder
of the certificate.
The overriding objective for all OEM is to design, build, and sell aircraft that meet the
acceptable level of safety risk established during the certification process and to make a
profit. The specific objective of the OEM is to sell aircraft or services to the operators who
deliver products or services produced/derived from the UAS operations to the end
customers. Some OEM are also operators who provide the same functions as identified in
B.2.1. OEM will manufacture their aircraft to meet the needs of the operator and the
mission that their aircraft are designed to accomplish.
OEM are constrained by the regulations governing their UAS design and the certification
basis they negotiate with the FAA at the beginning of the approval process. They are also
constrained by the FAA requirements for configuration management, quality assurance,
and supplier controls applied to all type certificate holders. Often OEM make cost,
performance, and weight guarantees as a part of their contracts with the operators. These
guarantees would further constrain the flexibility of the OEM to make design changes.
OEM are also significantly constrained by the business realities of their market segment.
Their UAS must successfully compete with the existing methods (e.g., surveillance or
delivery) that they replace or supplement. The OEMs must meet the safety requirements
in a cost-effective way, or there will be little or no market for their system.
Aircraft Maintenance and Repair Organizations (MRO)
All FAA certificated aircraft require that all maintenance, repairs, or modifications be
documented and approved by an FAA certificated individual with the proper certification
to approve the work performed. Consequently, there are a sizeable number of companies
that perform this type of work for the manned aviation industry and the same or similar
companies will most likely perform the same type of work for the UAS operators as the
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