Home' RTCA Documents for Review : C2 Link Systems MASPS_Draft Contents Appendix A
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The ATO is constrained by the funding appropriated by Congress that limits their ability
to hire and maintain their workforce and equipment. The ATO is also constrained by the
regulations and policies that govern the work they perform. They operate using a
comprehensive safety management system that requires risk management processes for
every change to the National Airspace System (NAS) (including regulatory or procedure
The addition of any new aircraft into operations in the U.S. Airspace calls for the need for
additional training of the ATC specialists and, depending on the number and features of
the aircraft, an increase in the number of such specialists. A way to minimize those changes
would be either introducing relatively small numbers of UAS or those containing features
that would minimally impact current NAS operations. With budgets being tight, significant
increases would need to be carefully planned and managed.
The FAA manages air traffic flow in the U.S. airspace using classes of airspace to aid in
separation and to control the equipage of aircraft. Class B airspace around congested
airports is the most restrictive for equipage and requirements for interaction with ATC
because there is the highest risk to the traveling public. Terminal airspace classified as C
and D have less restrictions on equipage and allow VFR aircraft to transit. Class E airspace
has the lowest equipage requirements for controlled airspace and is normally used for
transit operations but there are some un-towered airports with instrument approaches in
Class E. Class A is the high altitude (18,000 ft. above mean sea level) that is used by larger
jet aircraft and has equipage and positive control requirements like Class B. Class G is
uncontrolled airspace and has minimal equipage requirements and no requirement to
interact with ATC.
FAA Aviation Safety Organization
The FAA Office of Aviation Safety is made up of the people who certify the remote pilots,
aircraft, air traffic controllers, and designated representatives of the FAA. They also
perform oversight and enforcement of existing certificate holders in the U.S. and abroad.
Much of the work of issuing certificates is performed by delegated individuals or
organizations. The FAA’s granting of delegations and the oversight of the designees is a
significant portion of the work performed by the Aviation Safety Organization. The FAA
represents the interests of the public as a stakeholder in the safe operation s in the U.S.
The single goal of the FAA Aviation Safety organization is to continuously improve the
safety of the public who use aviation and those on the ground or in the air who may be at
risk from it. In pursuit of this goal, the FAA takes many actions to educate, certificate,
monitor, and enforce regulations on the users of the system. The FAA strives to maintain
a fair and reasonable approach to regulation that is risk-based and proportionate to the risk
created by any change to the system.
14 CFR Part 21 §21.17b is the major regulation that would be used in the certification of
UAS. This regulation supports a risk-based approach to creating a set of regulatory
requirements for an aircraft that is not addressed by any of the existing regulations. This
regulation has been used to certify airships using an industry consensus -based standard. A
similar approach is being considered for UAS.
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