Home' RTCA Documents for Review : C2 Link Systems MASPS_Draft Contents Appendix C
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The UAS is operating under IFR and receiving ATC services. The other aircraft is also
operating under IFR and receiving ATC services. Therefore, in order for this hazard to
occur, the controller must have allowed a loss of separation to occur because ATC should
be implementing an IFR separation standard. There is a need for a maneuver to stay well
clear. The hazard is present when there is a loss of separation, the loss of separation put
the aircraft on a loss of well clear trajectory and because of the interrupted C2 Link System,
the DAA is inadequate in maintaining well clear.
The DAA workgroup also assessed a similar hazard and determined the severity to be
catastrophic. Although the SRMP determined this hazard to be catastrophic, they agreed
with the DAA workgroup assessment in this hazard not being a single point of failure in
that ATC has a responsibility to ensure separation of IFR under their control.
C1-S1-UC6.2. Inadequate or lack of maneuver when one is required (UAS (IFR) to
VFR manned rotorcraft in uncontrolled airspace – Class G).
A UA encounters a VFR intruder rotorcraft and a conflict with the intruder aircraft exists.
The UAS is operating under IFR but is in Class G airspace and not receiving ATC services.
The intruder is operating under VFR and it is unknown if it is receiving ATC services. The
DAA system evaluates the encounter and provides a warning alert to the remote pilot to
stay well clear of the intruder aircraft. The remote pilot issues commands to the FGS to
maneuver as directed by the DAA system. This hazard occurs when there is an inadequate
or lack of maneuver when one is required. The cause of the hazard is a C2 Link interruption
making the C2 Link temporarily unavailable.
This hazard does not have ATC as an existing control since both aircraft are in Class G
airspace and not communicating with ATC.
C2-S1-UC1.6b. The UA does not follow the expected route (Flyaway).
This hazard describes the condition where the UA is departing from a Class D airport. The
remote pilot issues commands to hover taxi to the designated departure point. The remote
pilot then sends the command to the UA to takeoff and ascend vertically to a specific
height. Without integrity measures to ensure data is not corrupted, c orrupted data could
cause the UA to takeoff on an unexpected route and collide with other aircraft at or near
the airport. The UAS is operating under IFR and receiving ATC services. As an existing
control, the controller is required to give traffic advisories to aircraft operating under IFR,
per FAA JO 7110.65, Section 2-1 -21, when in the judgment of the controller there is a
potential for conflict. Although the SRMP assessed the severity of this hazard as
catastrophic, the team did not view this hazard as a single point of failure in that ATC has
a responsibility to ensure separation of IFR aircraft under their control, and the controller
could have commanded the intruder(s) to maneuver.
The following are the seven hazards rated as hazardous severity.
C1-S1-UC-A4d. Remote pilot and/or UA are receiving inaccurate C2 Link System
One of the functions that could affect the safety of an operation is a failure of the C2 Link
System status reporting subsystem. Monitoring of the health and status of the C2 Link
System is critical. A failure of the C2 Link System status reporting subsystem to notify
the remote pilot of a failure of the C2 Link System could result in an undetected failure to
enter the Lost C2 Link state. Lost C2 Link procedures are used as an existing control for
several of the potential hazards. This could raise the severity of other potential hazards to
an unacceptable level. Loss of the accurate health and status of the C2 Link System could
result in the loss of control of the UA, which could result in a loss of well clear or a
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