CAAI UAV Systems Airworthiness Regulations

Transcription

1 CAAI UAV Systems Airworthiness Regulations PREAMBLE This document, applicable to UAV Systems to be certificated by CAAI, is an airworthiness code mostly based upon CS-23 (ex JAR 23) requirements as reference code duly tailored to fixed-wing UAV Systems (Tactical, MALE, HALE and UCAV). The CS-23 tailoring approach and leads to define an airworthiness norm at least equivalent to minimal airworthiness requirements applicable to manned general aviation aircraft, authorised to fly in all Classes of Airspace open to General Air Traffic in VFR and IFR conditions. This document describes a policy that is proposed to be applied by CAAI in granting approval for civil or non military UAV operations conducted in the State of Israel. This policy takes due account, on one hand, of the various main draft regulatory materials currently available worldwide, in particular in Europe and in the United States. On the other hand, it als takes account of the specific Israeli context, including the considerable UAV industrial expertise and experience present in the country. Once sufficient experience is gained in applying such a short term policy, a longer term specific UAV rule-making process may be eventually initiated. This document describes CAAI interim policy which is to be applied in granting CAAI approval for civil or non military UAV operations in the State of Israel, as defined in applicability conditions. This document contains regulations on airworthiness, continued airworthiness, manufacturer organization. 1. REFERENCE REGULATION AND READING MATERIALS 1.1. GENERAL MATERIAL חוקת הטיס מדינת ישראל, בפרט הפעלת כלי טיס תשמ"ב ורשיונות לעובדי טיס תשמ "א [1] [2] 14 CFR Part 21, Certification Procedures for Products and Parts, in particular sections ( special classes of aircraft ) and ( restricted category aircraft ) [3] EASA / EC Regulation 1592/2002, in particular Annex 1 Essential Airworthiness Requirements [4] ICAO Annex 2 Rules of the Air 1.2. SPECIFIC UAV MATERIAL [5] JAA-Eurocontrol UAV Taskforce Report Concept for European Regulations for Civil UAVs, 11 May

2 [6] Eurocontrol Specifications for the use of military UAV as Operational Air Traffic outside Segregated Airspace, UAV-OAT taskforce, Draft Version 0.5 dataed December 2004 [7] FMoD / DGA Unmanned Air Vehicle System Airworthiness Requirement ( USAR ) version 3.0, January 2005 [8] Office of the US Secretary of Defense, Airspace Integration Plan dated November 2004 [9] UK Civil Aviation Authority, Directorate of Airspace Policy, CAP 722, UAV Operations in UK Airspace Guidance, November 2004 [10] Australia Civil Aviation Safety Authority CASR Part 101 Subpart F UAV, December 2004 (under revision process) [11] Airspace Integration Plan for Unmanned Aviation, US Office of the Secretary of Defense. 2

3 2. BACKGROUND AND DISCUSSION 3.1 Since about 30 years, UAVs have been used in the State of Israel primarily for military missions. Their operations are under the exclusive control of the IDF which, considering the military nature of the Air Traffic Control in Israel, ensures as well the necessary coordination for the use of the Israeli airspace with CAAI relevant authorities, taking into account the civilian aircraft operations. These military UAV operations should obviously remain under the IDF responsibility and should not be affected by this CAAI policy document. 3.2 There are however a growing number of UAV operations which do not fall into the above category of military UAV operations and for which a CAAI approval process should be defined, even though coordination with IDF Air Traffic Control may still be required as currently practiced now. Those non-military operations concern e.g. experimental, demonstration or under development UAVs flights or, possibly, civil UAVs operated in a civil context for the purpose of civilian applications. 3.3 Considering that, by definition, UAVs do not carry on board crew or passengers, there remain two safety risks that are to be minimized when conducting UAV operations: - The risk to third parties on the ground - The risk to other airspace users possibly sharing the same airspace as UAVs. The first risk is normally dealt with through the process of demonstrating that the UAV design is safe and reliable and that the risk of uncontrolled crash is down to an acceptable level (e.g. equivalent to manned aircraft of same category). The airworthiness approval or flight safety clearance process primarily addresses this latter risk and is in general led by the UAV manufacturer. The second risk is normally dealt within the operational context covering Airspace Integration issues, continued airworthiness & maintenance issues and UAV operator qualification and training issues. The operational approval process, namely the handling of airspace integration issues thus primarily addresses this second risk and is in general led by the UAV operators. However, there is a clear interdependency between the two processes, e.g. operational requirements may have to be considered at the early stage of the design while outputs of the airworthiness process (such as assumed emergency procedures, limitations, assumed maintenance safety tasks) should be reflected in the vaious operations manuals. 3.4 As a matter of fact, the manned aircraft regulation is structured around the various issues as above identified : Airworthiness (CFR Part 21, Part 23, Part 25, JAR-CS VLA etc ) 3.5 Numerous worldwide activities are currently taking place in order to propose UAV draft regulatory materials which would tailor existing manned regulations, while considering the specific character of UAV design and operations. The challenge is to find the acceptable balance between an acceptable safety level and requirements which would still not question the economic viability of UAV operations. The overall trend of above mentioned worldwide activities may be summarized as follows: Same or similar topics (as identified in 3.4 for manned aircraft regulations), 3

4 covering the system to be certified, the man in the loop using and operating it and the operations themselves, should also be addressed when dealing with UAVs UAV System (i.e. the Air Vehicle, the Ground Control Station, and the Command and Control link) should be tackled as a whole While the general objective should be to provide an equivalent level of safety with manned aircraft operations of the similar category, due account should be taken of the UAV specificity when tailoring or complementing manned aircraft regulations. UAV categorization issue and its effect on UAV regulation is for instance still largely under worldwide debate. However it is evident that the extent of this process and the corresponding requirements should be commensurate with the type of UAV, the kind of operations, the category of airspace. Except in some cases only partially dealt with, the formal UAV rule-making process is still ahead and may take several years to be completed. 3.6 It is thus proposed to define a short term CAAI policy rather than attempting to formally update the whole set of manned aircraft regulations, as identified under 3.4, This policy should be defined by taking on one hand due account of the various main draft regulatory materials currently discussed worldwide, in particular in Europe and in the United States (see main selected materials in 1.2) and on the other hand, of the specific Israeli context. Considerable UAV experience accumulated in the country and related industry expertise should also represent a valuable input. 4

5 3. DEFINITIONS Autonomy The ability to execute processes or missions using an on-board decision capabilities. Remote Control Station (CS) A facility or device(s) (usually on Ground) from which a UAV may be remotely controlled for all phases of flight where the UAV is not flying in autonomous mode. There may be more than one control station as part of a UAV system. Emergency Recovery Procedures Emergency Recovery Procedures are those that are implemented through UAV pilot command or through autonomous design means in order to mitigate the effects of certain failures with the intent of minimizing the risk to third parties. This may include automatic pre-programmed course of action to reach safe landing or forced landing area. Flight Termination Flight Termination is a system, procedure or function that aims to immediately end the flight. UAV (Unmanned Aerial or Air Vehicle) 1 An aircraft with one or more engines which is designed to operate with neither human pilot nor passengers onboard and which may be operated beyond visual sight and with no specific altitude restrictions. Note : Model Aircraft are excluded from this definition and are governed by their own existing regulation UAV Commander or UAV Pilot in Command A suitably qualified person responsible for the safe operation of a UAV System during a particular flight and who has the authority to direct a flight under her/his command. UAV Command and Control Link A means to transfer command and control between the UAV and the Remote Control Station. A command and control data link consists of : (1) Receiving UAV flight status and navigation information (via the downlink message), which are then processed and displayed in the Remote Control Station, in addition to other UAV system health and warnings. (2) Transmitting to the UAV commands which are elaborated in the Remote Control Station (uplink). UAV Communication System 1 May also be referred as Unmanned Aircraft (UA) and Unmanned Aircraft System (UAS) as recently proposed by FAA 5

6 A means that allow communication between the UAV crew in the remote control station and the Air Traffic Control service. UAV Operator The legal entity operating a UAV system. UAV External Pilot The person in direct control of the UAV while the UAV stays within eye contact. Note : In case of UAV system incorporating full automatic take-off and landing system, the UAV external pilot function may not be required. UAV Internal Pilot The person in direct control of the UAV in the Remote Control Station UAV Launch and Recovery Element A facility or device(s) from which a UAV is controlled during launch and/or recovery. There may be more than one launch and recovery element as part of a UAV system. UAV System A UAV System comprises individual UAV System elements consisting of the air vehicle (UAV), the Remote Control Station and any other UAV System elements necessary to enable flight such as a command and control data link, communication system and launch and recovery elements. There may be multiple UAV, remote control stations, or launch and recovery elements within a UAV System. 6

7 4. UAV CATEGORIZATION There is a quite important number of classification parameters that may be used to differentiate between various types of UAVs such as their size, the envisaged kind of operations, their altitude and range etc... However, there are three basic top level categories that should constitute the driving factor in defining the extent and level of requirements to be applied when granting approval to conduct UAV operations: Cat III : UAV operations may be allowed with no specific operational restrictions (i.e. in non segregated airspace and over populated areas) Cat II : UAV operations may be allowed with some operational restrictions (e.g. in term of airspace segegation or overflown areas), with two practical subdivisions o Cat IIa : Airspace restrictions but no specific restrictions in term of overflown areas o Cat IIb : Airspace restrictions and flight above sparsely populated areas only. Cat I : UAV operations that do not belong to none of above two categories, i.e. conducted within confined airspace portions and above confined area (usually unpopulated). The table presented herafter summarizes the above categorization and the extent of approval processes related to the UAV System (Airworthiness / Flight Safety), the Operations (Airspace Integration Requirements) and the UAV personel qualification. Airworthiness Approval Operational Approval / Airspace Requirements UAV Personel Licencing UAV CAT III Full certification required Compliance with operational rules, including collision avoidance requirements Full certification required UAV CAT II Cat IIa : may be identical to Cat III Cat IIb : may be tailored to the level of overflown areas limitations Only partial compliance, tailored to the level of airspace restrictions applied Certification required, tailored to the level of applied restrictions UAV CAT I Basic evidence of flight safety to show that applied limitations may be complied with. - as above - Basic evidence of appropriate personnel qualification UAV Top Level Categorization Note : Within each category, detailed requirements shall be defined and may be tailored according to additional parameters e.g. corresponding to the type of UAVs or/and applied limitations, in due consideration of the risk to third parties. Furthermore, as for manned aircraft the process may also take 7

8 account of the nature of UAV flights such as for specific experimental or demonstration purpose or normal and routine customer operations. 8

9 5. APPLICABILITY 6.1 This policy is applicable to Civil or Non-Military normal UAV operations. It is not applicable to military UAV Operations conducted under the IDF responsibility or to the testing of military UAVs submitted to the authorization of IDF customer This current issue of the policy essentially addresses the Cat II UAVs as defined in previous sections but lays the ground for future Cat III requirements. Later iterations of this policy will have to define additional requirements especially in order to enable full intregration of UAVs in the civilian airspace. 6.3 This policy is primarily applicable to new UAV systems. For UAVs already flying, the provisions of this policy may be tailored whiletaking due account and credit of accumulated flight hours and in service experience may be taken of in service record and experience which are already flying. 6. THE CAAI APPROVAL PROCESS CAAI Approval for the conducting of relevant UAV operations shall cover the following processes: Application by UAV Manufacturer leading to CAAI Airworthiness Approval UAV System Airworthiness / Flight Safety Approval (section 7) UAV Manufacturing Organization (section 8) Application by UAV Operator leading to CAAI Flight Approval Operational Flight Approval / Flight Clearance (section 9) UAV Crew Licencing (section 9) 9

10 7. AIRWORTHINESS / FLIGHT SAFETY APPROVAL PROCESS 7.1. TYPE AIRWORTHINESS APPROVAL The Type Airworthiness Approval process shall encompass the following steps and shall be accordingly substantiated with relevant documentation: a. UAV System Configuration ( Type Design ) for which airworthiness approval is requested, and envisaged kind of operations. b. Airworthiness Approval Basis, subject to CAAI agreement, that shall be based upon the Essential Airworthiness Requirements as typically laid out in Annex 1. Note : These essential airworthiness requirements may be complemented by additional requirements or alternatively waived from some peculiar requirements, according to UAV category as defined in Section 4 (see also note under the table of Section 4), or to cover specific UAV design features or considering the experimental / demonstration nature of intended UAVs operations 2. c. Compliance Demonstration with the requirements of the Airworthiness Certification Basis, based upon agreed means of compliance classified as follows: Engineering Data : - Design Review & Description - Calculation / Analysis - Safety Assessment Tests : - Laboratory Tests - Ground Tests - Flight Tests - Simulation Inspection Equipment Qualification d. Type Airworthiness Data Package, including all substantiation data related to the agreed means of compliance with the requirements of the Airworthiness Certification basis (see above), duly approved by the authorized persons within the UAV Design and Manufacturing organization as described under section 8 e. Manufacturer s Airworthiness Statement f. Continued Airworthiness Instructions g. Flight Manual, including normal, emergency procedures and limitations. 2 In this case partial application of this policy may be based upon the spirit of FAR

11 7.2. INDIVIDUAL AIRWORTHINESS APPROVAL Each individual UAV shall be identified and issued with an individual Certificate of Airworthiness provided it can be shown it conforms to the Type Design as approved under UAV DESIGN AND MANUFACTURING ORGANIZATION 3 UAV Design and Manufacturing Organization shall meet the following conditions 8.1 It shall have all the means necessary for the scope of work. These means comprise, but are not limited to, the following: facilities, personnel, equipment, tools and material, documentation of tasks, responsibilities and procedures, access to relevant data and record-keeping; 8.2 It shall implement and maintain a management system to ensure compliance with these essential requirements for airworthiness, and aim for continuous improvement of this system; 8.3. It shall establish arrangements with other involved organizations, as necessary, to ensure continuing compliance with these essential requirements for airworthiness; 8.4 It shall establish an occurrence reporting and/or handling system, to be used by the management system under point 9.2 and the arrangements under point 9.3, in order to contribute to the aim of continuous improvement of the safety of products. 8.5 It shall designate, for each relevant disciplines, Design Engineering Representatives to be agreed by CAAI, who should attest that Type Airworthiness Data comply with the requirements of the Airworthiness Certification Basis (see 7.1). 8.6 Adequate design & development processes shall be implemented, covering the management of specification and testing requirements, configuration management procedures, production quality control and assurances well as failure reporting system 8.7 It shall establish an internal Flight Safety Board chaired by representatives of the organization management and comprising relevant experts and Design Engineering Representative, with the following authority and responsibility: Review any subject deemed relevant to Flight Safety, enforce tasks to relevant functions within UAV Manufacturing organization in order to ensure the adequate level of flight safety. Supervise any new / modified UAV system development project with regard to flight safety aspects. Evaluate potential flight safety hazards 3 Paragraphs 9.1 to 9.4 are based upon essential requirements present in reference material [3] stated under

12 Determine flight safety tasks / improvements as deemed necessary and monitor their performance. Confirm the readiness of the UAV system for flight tests and authorize it. Approve the flight test plan Review flight safety related incidents. 9. OPERATIONAL APPROVAL PROCESS UAV flight operational approval is subject to the following conditions : 9.1 The UAV system to be operated shall have been granted an Airworthiness Approval as described under section Essential operational requirements, currently proposed as a working example in Annex 2, concerning required ATC coordination and the UAV System are to be met. 9.3 The UAV crew shall meet the essential requirements presented in Annex Maintenance procedures are defined and maintenance capability is established in order to implement the continued airworthiness instructions required by the UAV Manufacturer and properly maintain the airworthiness of the system. 9.4 A failure reporting system is established 12

13 10. ANNEX 1 : ESSENTIAL AIRWORTHINESS REQUIREMENTS SYSTEM SAFETY OBJECTIVES AND CRITERIA General (1) As an overall safety objective, the risk for Catastrophic UAV Failure Condition ( Severity I Event, defined as inability to continue safe flight and landing, leading to UAV uncontrolled crash and potential hazard on the ground) should be reduced through appropriate design means and procedures so it is no greater than the risk presented by manned aircraft of equivalent category. (2) Lesser Severities should be defined as follows: - Severity II correspond to failure conditions leading to the controlled loss of the UAV over an emergency site, using Emergency Recovery procedures where required (as defined under subsequent ) - Severity III correspond to failure conditions leading to significant reduction in safety margins (e.g., total loss of communication with autonomous flight and landing on a predefined emergency site) - Severity IV correspond to failure conditions leading to slight reduction in safety margins (e.g. loss of redundancy) - Severity V would correspond to failure conditions leading to no Safety Effect. (3) There should be an inverse relationship between occurrence probability of the failure and its effect severity based upon an Hazard Risk Acceptability Matrix to be agreed, and considering the quantitative probability objective set for Uncontrolled UAV crash Specific System Safety Ground Rules and Criteria Emergency Recovery (4) Emergency sites should be defined as follows: - These sites should be uninhabited areas where the risk to third parties can be considered as minimized - Their location be such that the UAV should be able to reach them, considering e.g. UAV gliding capability and emergency electrical power capacity. (5) Emergency Recovery Procedures should be implemented through UAV Pilot command or through autonomous design means, in order to mitigate the effects of certain failures. This may include automatic pre-programmed course of action to reach above defined emergency sites. (6) Emergency Recovery capability should be taken into account when showing compliance with System Safety Objectives. 13

14 Software Development (7) UAV System Software should be developed, verified and validated in accordance with agreed standards and methodology with due consideration of the results of the safety analysis AIR VEHICLE AIRWORTHINESS CRITERIA Weight & balance (8) The ranges of weight and centres of gravity limits within which the UAV may be safely operated should be established Flight & performance General (9) UAV flight and performance characteristics should be substantiated in accordance with the envisaged UAV operating conditions, considering the normal control mode of operation. (10) Flight test demonstration should be performed at the most representative combination (s) of Weight & CG for the considered criteria and considering operating limiting conditions Performance Minimum speed : (11) Stall speed may be estimated by calculation or analysis and does not have to be demonstrated in flight when considering existing low speed protections at UAV System level. However, a minimum speed should be demonstrated in flight, showing no unsafe characteristics with sufficient margin above the estimated stall speed. Low speed protections brought by the UAV system should be in turn greater than the minimum speed demonstrated in flight Take-off distance (12) The distance required for the UAV to take-off (conventional wheel take-off) from normal runways should be determined and shown not to exceed the runway length required under operations Note : in case of non conventional take-off (e.g. catapult launching), safe distance from the launcher shall be determined Climb rate (13) A minimum climb rate of 400 ft/mn, at Maximum Take-off Weight, Sea Level, ISA+20 conditions should be demonstrated. 14

15 Landing (14) The distance required for the UAV to land at normal runways should be determined and shown not to exceed the runway length envisaged under operations Balked Landing Except where a UAV is designed to be recovered by a parachute, a safe steady gradient of climb shall be established (typically not less than 2.5 %) while take-off power is applied to the engine (s) and the UAV is in the landing configuration at the normal approach speed Flight characteristics Controllability & maneuverability & stability (15) The UAV, when operated in the normal closed loop FCS control mode, should be shown to have suitable controllability, maneuverability and stability characteristics (acceptable stability and phase margins) throughout the flight envelope, without requiring exceptional skill from the UAV operator Low speed warning (16) Low speed warning should be provided in the Ground Control station to advise UAV operators of the risk of an impeding stall condition Flight Operations Manual (17) Flight Manual should be established and will include any relevant flight & performance limitations, normal and abnormal procedures resulting from the demonstration of compliance with current airworthiness criteria Airframe & structure (18) The UAV structure should be designed to support, in normal operation, limit loads without detrimental permanent deformation and ultimate loads without failure. Limit loads are the maximum loads expected in service throughout the operational flight envelope while ultimate loads are limit loads multiplied by a factor of safety. This factor of safety should not be less than 1.25, except for primary Air Vehicle attachments e.g. wing-fuselage, landing gears, engine where a factor of 1.5 should be applied. (19) Design loads will take into account combinations of weight, airspeed and load factor within the operating limitations specified in the UAV Flight Manual. Manoeuvering and gust criteria as well as ground loads should be derived from JAR VLA criteria. Due account may be taken from flight control design features which would limit Air Vehicle manoeuvering load factors and speed. (20) It should be shown, based upon IAI experience, that any parts of the structure which may constitute an UAV safety hazard have strength capabilities to achieve an 15

16 adequate safe-life in accordance with the structural limit life cycle aimed at. Preventive maintenance recommendations may duly be taken into account. (21) It should be shown by rational analysis that the UAV is free from flutter for all speeds up to 1.15 VD. (22) Use should be made of materials suitable for the required environmental conditions as expected in service. Material strength properties may be based upon existing data from previous experience, supplemented by a limited amount of tests wherever required. Fabrication methods may be based upon experience on previous projects Propulsion system (23) The propulsion system includes the engine, its installation and the fuel system and should be substantiated as an integral part of UAV and its systems (24) Endurance tests for the propulsion system should be performed in line with FAR 33 endurance tests requirements. Corresponding inspection intervals should be accordingly determined (25) Failure detection apparatus will include engine health monitoring of engine critical data (such as temperature and RPM) (26) The fuel system should be designed in order to minimize the risk of fire hazard in the air and following impact at touch down, including under emergency landing conditions Launch and Recovery System (27) Where used for take-off, the mobile launcher should be shown to perform its intended function in a safe manner. In particular, It should be shown that : (i) it does not lead to longitudinal accelerations exceeding the ones considered under Structure loads evaluation (ii) it ensures that UAV take-off is confined within a safe area. (28) Where installed, the parafoil and its (manual or automatic) deployment control system should be designed to enable the safe performance of the Flight Termination sequence Equipment General (29) UAV equipment should be shown to perform their intended function under required operating conditions and specified limitations. (30) Electronic equipment and installations (including UAV payloads) should be free from hazards in themselves, in their method of operation and in their effects on other components 16

17 Flight Control System (31) The UAV Flight Control System includes the UAV Operator Commands, the airborne sensors, computer and actuators. (32) No single failure of the Flight Control System, except if it may be shown that its probability meets the requirements of the Hazard Risk Acceptability Matrix as referred to under (3) of the Flight Control System should not affect the ability to control UAV recovery. (33) The UAV should remain controllable after failure of the propulsion system so as to enable emergency recovery procedures or flight termination activation Navigation (34) The AV navigation function should be designed to meet performance accuracy requirements consistent with the kind of envisaged operations Electrical System (35) The electrical system should provide sufficient power and endurance to ensure safe operation under expected operating conditions and throughout all phases of flight. (36) After total failure of the main source of electrical power, an emergency power supply is to be provided and shown to be of sufficient size to enable the safe performance of emergency recovery as required under COMMUNICATION DATA LINK (37) No single failure of the Communication Data Link, except if it may be shown that its probability meets the requirements of the Hazard Risk Acceptability Matrix as referred to under (3) should affect the ability to control UAV recovery. (38) Datalink signal strength should be continuously monitored and appropriate datalink range cues should be provided in the round Control Station (39) Data link should be protected against potential EMI hazards GROUND CONTROL STATION ( GCS ) (40) The GCS should provide a clear indication of the UAV flight status to the UAV operator in order to enable him to safely control the UAV flight. (41) In particular, all "conventional" flight indications and warnings necessary for a safe control of the UAV air vehicle flight path should be available for the UAV operator on the GCS. (42) Potential human errors (UAV operator or maintenance) should be considered in order to minimize their effects. 17

18 (43) The GCS should include a diagnostic and monitoring capability for the status of the UAV and its systems, including appropriate warning indication or corrective actions where it is relevant. (44) The UAV operator should be informed of any alternate or degraded mode of operation subsequent to a failure, including cases of automatic switching to such a mode. (45) No single failure of the GCS, except if it may be shown that its probability meets the requirements of the Hazard Risk Acceptability Matrix as referred to under (3) should affect the ability to control UAV recovery 18

19 11. ANNEX 2 : ESSENTIAL OPERATIONAL REQUIREMENTS PREAMBLE The following represent a set of essential operational requirements related to ATC coordination and UAV system. It takes into account the fact that in the State of Israel the airspace is fully controlled by the military ATC authorities who ensure wherever required the necessary normal coordination with their civil counterpart and provide primary collision avoidance. At this stage of the policy, UAV operations are thus assumed to be conducted in full coordination with those military ATC authorities who define the authorized airspace portions to UAVs. Those airspace portions allocated to UAV operations, are thus viewed as segregated airspace, being understood that this segregation may be ensured through geographical limitations in space (altitude or/and position) or in time. UAV operations outside segregated airspace i.e. in full integration with civil manned aircraft operations will be subject to further iterations of the policy AIRSPACE RESTRICTIONS UAV operations are to be exclusively conducted within segregated airspace, i.e. outside airspace routes or terminal area used for civil manned aircraft operations, as defined by the ATC controlling authority ATC COORDINATION UAV flight operations within segregated area requires prior coordination between the UAV operator and the ATC controlling authority as well as real time coordination (prior to actual take-off, during flight and prior to landing Such coordination is to take place before UAV launch or take-off is initiated The UAV shall be flown in such a way that it shall remain at a safety distance from the segregated area borders The UAV operator should maintain a communication link to\from the controlling authority and be able to perform any changes in the flight path as notified by the controlling authority to avoid potential traffic collsiion Emergency procedures in case of critical failure (such as total loss of UAV data link or loss of propulsion) are to be coordinated with ATC controlling authority prior to the flight SAFETY OPERATIONAL MEANS OR EQUIPMENT Under the current conditions of this policy, the following means, equipment or any equivalent method of compliance are to be provided by the UAV system: Navigation and Anti-Collsion lights that may be switched on or off from the Control Station; provisions for automatic switching in certain flight modes should also be provided. 19

20 A Voice Communication means with the ATC controlling authority available prior and during the flight, with back-up contingency means in case of loss of the primary means. A means to display in the Ground Station the areas where the UAV is forbidden to fly due to ATC constraints and corresponding warning in case the UAV may inadvertently enter them. Note : Later iterations of the policy, when extending the use of UAVs outside segregated airspace, may introduce additional requirements in term of required equipment enhancing collision avoidance capability. 20

21 Title Date JAA Eurocontrol UAV Task Force Final Report 05/2004 Airworthiness standard for Unmanned aerial vehicles, RAI-UAV - Ente Nazionale Aviazone Civile (Italy) 1999 Design standards UAV - Civil Aviation Safety Authority (Australia) 05/2000 Design and airworthiness requirements for UAV systems DEF STAN Part 9 (UK MOD) 05/2002 USICO (Unmanned Safety Issues for Civil Operations) WP 2400 Certification review item (CRI) «stall demonstration» 01/2004 AC C Equipment, Systems, and Installations in Part 23 Airplanes FAA. (USA) 03/1999 TSO C23d Minimum Performance Standards for Parachute assemblies and Components, Personnel (USA) 07/1992 Special Conditions ; Ballistic Recovery Systems Cirrus SR-20 Installation 14 CFR Part 23 FAA (USA) 10/1997 In compliance with the JAA-Eurocontrol Taskforce recommendations, the following issues are not covered by the airworthiness code USAR. It is assumed that these issues should be subject to other forms of approval in order to ensure a total aviation safety approach. _ Control station security, _ Security of the command and control data link from wilful interference, _ Segregation of aircraft, _ The competence/training of UAV crew & ground staff, _ The type of operation, _ Frequency spectrum allocation, _ Noise & Emission certification, _ Launch/recovery equipment that is not safety critical and which does not form part of the type 1 Délégation générale pour l Armement French Ministry of Defence procurement agency. 2 European Aviation Safety Agency 3 Certification Specifications applicable to «normal, utility, acrobatic and commuter category airplanes» 4 Centre d Essais en Vol (French Ministry of Defense / DGA / Flight Test Center) certification basis. _ Operation of the useful payload (other than its potential to hazard the aircraft) USAR code is made up of 9 interrelated subparts, whose range of subject covers schematically the following : UAV System Parag. AMC UAV Command and control data link Communication system Remote control station Any other ancillary elements A General 4 0 x x x x x 21

22 B UAV Flight 43 1 x C UAV Structure x D UAV Design and Construction x E UAV Powerplant x F5 Equipment 35 2 x G Operating limitations and information 12 0 x x x x x H Command and control data link Communication system 18 0 x x I Remote control station 69 6 x TOTAL The following paragraphs include a definition that is necessary for the right understanding of USAR : USAR paragraph USAR definition 1 UAV System UAV 11 UAV crew 50 Minimum demonstration speed Vmin DEMO 334 Flight envelope protection 405 Secondary flight control 673 Primary flight control 1309 (AMC) Forced landing or recovery Uncontrolled crash Catastrophic Hazardous Extremely improbable Extremely remote 1329 Flight control system 1412 Emergency recovery capability Flight termination system 1481 Useful payload 1601 Command and control data link 1617 Change over 1621 Communication system 1701 Remote control station 1732 Safety critical control 1741 Remote control 1881 Hand over In any UAV System certification process, USAR must be used to define the Type Certification basis on the strength of the applicable paragraphs of USAR Airworthiness Code (Book 1), completed by the related USAR Acceptable Means of Compliance (Book 2), that must be considered as nonexclusive means of demonstrating compliance with Airworthiness Code requirements. 5 Paragraph 1309 (in subpart F) and its AMC deal with the UAV System and not only with the air vehicle. 22

23 TABLE OF CONTENTS AIRWORTHINESS CODE...8 subpart A - GENERAL...8 subpart B UAV FLIGHT...10 GENERAL PERFORMANCE FLIGHT CHARACTERISTICS CONTROLLABILITY AND MANOEUVRABILITY STABILITY STALLS SPINNING GROUND HANDLING CHARACTERISTICS MISCELLANEOUS FLIGHT REQUIREMENTS CATAPULT ASSISTED AND ROCKET ASSISTED TAKE-OFF UAV PARACHUTE RECOVERY SYSTEM subpart C UAV STRUCTURE...24 GENERAL FLIGHT LOADS CONTROL SURFACE AND SYSTEM LOADS HORIZONTAL TAIL SURFACES VERTICAL SURFACES AILERONS AND SPECIAL DEVICES GROUND LOADS EMERGENCY LANDING CONDITIONS FATIGUE EVALUATION CATAPULT ASSISTED AND ROCKET ASSISTED TAKE-OFF UAV

24 PARACHUTE RECOVERY SYSTEM subpart D UAV DESIGN AND CONSTRUCTION...47 GENERAL WINGS CONTROL SURFACES CONTROL SYSTEMS LANDING GEAR USEFULL PAYLOAD AND EQUIPMENT ACCOMMODATIONS PRESSURISATION FIRE PROTECTION ELECTRICAL BONDING AND LIGHTNING PROTECTION MISCELLANEOUS PARACHUTE RECOVERY SYSTEM subpart E UAV POWERPLANT...61 GENERAL FUEL SYSTEM FUEL SYSTEM COMPONENTS OIL SYSTEM COOLING LIQUID COOLING INDUCTION SYSTEM EXHAUST SYSTEM POWERPLANT CONTROLS AND ACCESSORIES POWERPLANT FIRE PROTECTION

25 subpart F - EQUIPMENT...88 GENERAL MEASURING DEVICES INSTALLATION ELECTRICAL SYSTEMS AND EQUIPMENT LIGHTS SAFETY EQUIPMENT AND EMERGENCY CAPABILITY MISCELLANEOUS EQUIPMENT AUTOMATIC TAKE-OFF AND LANDING SYSTEM subpart G OPERATING LIMITATIONS AND INFORMATION GENERAL INFORMATION, MARKINGS AND PLACARDS UAV SYSTEM FLIGHT MANUAL subpart H COMMAND AND CONTROL DATA LINK COMMUNICATION SYSTEM COMMAND AND CONTROL DATA LINK COMMUNICATION SYSTEM subpart I REMOTE CONTROL STATION GENERAL DATA DISPLAYED IN THE REMOTE CONTROL STATION CONTROLS INDICATORS AND WARNINGS INFORMATION, MARKINGS AND PLACARDS MISCELLANEOUS Appendix B Appendix C Appendix D

26 Appendix F Appendix G ACCEPTABLE MEANS OF COMPLIANCE (AMC) B FLIGHT C - STRUCTURE D - DESIGN AND CONSTRUCTION E - POWERPLANT F - EQUIPMENT I REMOTE CONTROL STATION AIRWORTHINESS CODE subpart A - GENERAL 1 USAR.1 Applicability (a) This airworthiness code is applicable to fixed wing single or multiengine uninhabited aerial vehicles (UAV) Systems that have a maximum certificated take-off weight more than 150 kg. (b) A UAV is an aircraft which is designed to operate with no human pilot on board, and more generally here with no human being on board. (c) A UAV System comprises individual UAV System elements consisting of the air vehicle (UAV), the remote control station and any other UAV System elements necessary to enable flight such as a command and control data link, communication system and launch and recovery elements. There may be multiple UAV, remote control stations, or launch and recovery elements within a UAV System. (d) Whatever the UAV System level of automation, it is assumed in USAR that it is balanced against the capability of the UAV crew in the remote control station to command and control the UAV for all phases of flight in normal, abnormal and emergency operation, except for some peculiar points mentioned in USAR paragraphs. (e) Each person who applies for such a certificate or change must show compliance with the applicable requirements of this code. (f) Special conditions can be prescribed by the Technical Authority if the airworthiness requirements of this code do not contain adequate or appropriate safety standards, because (1) The product has novel or unusual design features relative to the design practices on which the applicable USAR is based; or (2) The intended use of the product is unconventional; or (3) Experience from other similar products in service or products having similar design features, has shown that unsafe conditions may develop. (g) Every special condition must be defined at the beginning of the certification process on the request of the Applicant in order to define the type certification basis applicable to the type of UAV System to be certificated. (h) USAR requirements are mostly based upon CS-23 requirements as reference code duly tailored to UAV Systems. When establishing the type certification basis for a particular UAV System, the Applicant is entitled to propose the replacement of specific paragraphs by alternative criteria, based upon the use and/or the tailorization of other recognised airworthiness code requirements (such as CS-VLA, CS-25, ), 26

27 pending on the specificity of the UAV System under consideration and presentation of appropriate rationale. Such alternative approach shall be subject to the Technical Authority acceptance. (i) As USAR is based on CS-23 airworthiness code, it is assumed that twin or multi-engine UAV Systems are designed in such a manner that no single engine failure might affect the safety of the flight. As a consequence, USAR paragraphs request that engine installation and associated systems be independent and that no single failure might affect the safe operation of more than an engine. Nevertheless it might be possible to consider and certify (under a special condition "Multi engine, single propulsion system") any UAV System as a single propulsion UAV System whatever the number of engines installed. Whatever the failure, UAV safety objectives will have to be satisfied, and it shall be demonstrated that following any failure of the propulsion component the UAV will have a behaviour similar or better than a single engine UAV. 3 USAR.3 UAV operations (a) USAR code applies for non-aerobatic operations. Non-aerobatic operations include any manoeuvre incident to normal flying (b) Normal flying includes amongst other phases : (i) take-off phase whatever the type of method used to attain flight (catapult, rocket or based on regular use of runway) (ii) landing phase whatever the type of method used to reach the ground (parachute recovery or based on regular use of runway). 11 USAR.11 UAV crew (a) A UAV crew is made up of one or several qualified people in charge of monitoring the flightpath and flight status of the UAV in the remote control station considering USAR.1 (d). (b) A UAV System that needs for normal operation the presence of an external pilot that directly controls the UAV using a control box in sight of the air vehicle is not compliant with USAR. 15 USAR.15 UAV System ancillary elements Where a UAV System includes any ancillary elements necessary to enable flight (such as, for instance, launch and recovery elements), special conditions in addition to USAR.1581 (a)(2) must be established and agreed with the Technical Authority to ensure safe operations. subpart B UAV FLIGHT GENERAL 21 USAR.21 Proof of Compliance (a) Each requirement of this subpart must be met at each appropriate combination of weight and centre of gravity within the range of loading conditions for which certification is requested. This must be shown (1) By tests upon an UAV of the type for which certification is requested, or by calculations based on, and equal in accuracy to, the results of testing; and (2) By systematic investigation of each probable combination of weight and centre of gravity, if compliance cannot be reasonably inferred from combinations investigated. (b) The following general tolerances are allowed during flight testing. However, greater tolerances may be allowed in particular tests Item Tolerance Weight +5%, -10% Critical items affected by weight +5%, -1% C.G. ±7% total travel 23 USAR.23 Load Distribution Limits (a) Ranges of weight and centres of gravity for each useful payload configuration within which the UAV may be safely operated must be established and must include the range for lateral centres of gravity if possible loading conditions can result in significant variation of their positions. (b) The load distribution must not exceed (1) The selected limits; (2) The limits at which the structure is proven; or (3) The limits at which compliance with each applicable flight requirement of this subpart is shown. 25 USAR.25 Weight Limits (a) Maximum weight. The maximum weight is the highest weight at which compliance with each applicable requirement of USAR (other than those complied with at the design landing weight) is shown. The maximum weight must be established so that it is (1) Not more than the least of 27

28 (i) The highest weight selected by the Applicant; or (ii) The design maximum weight, which is the highest weight at which compliance with each applicable structural loading condition of USAR (other than those complied with at the design landing weight) is shown; or (iii) The highest weight at which compliance with each applicable flight requirement is shown, and, (2) Not less than the weight with (i) maximum useful payload in terms of weight, oil at full tank capacity, and at least fuel for one half-hour of operation ; or (ii) minimum useful payload in terms of weight, fuel and oil to full tank capacity. (b) Minimum weight. The minimum weight (the lowest weight at which compliance with each applicable requirement of USAR is shown) must be established so that it is not more than the sum of (1) The empty weight determined under USAR.29; (2) Not applicable (3) The weight of (i) For turbojet powered UAV, 5% of the total fuel capacity of that particular fuel tank arrangement under investigation; and (ii) For other UAV, the fuel necessary for one-half hour of operation at maximum continuous power. 29 USAR.29 Empty Weight and Corresponding Centre of Gravity (a) The empty weight and corresponding centre of gravity must be determined by weighing the UAV with (1) Fixed ballast; (2) Unusable fuel determined under USAR.959; and (3) Full operating fluids, including (i) Oil; (ii) Hydraulic fluid; and (iii) Other fluids required for normal operation of UAV systems and fluids intended for injection in the engines. (4) minimum useful payload in terms of weight or without useful payload if such a configuration has to be certificated. (b) The condition of the UAV at the time of determining empty weight must be one that is well defined and can be easily repeated. 31 USAR.31 Removable Ballast Removable ballast may be used in showing compliance with the flight requirements of this subpart, if (a) The place for carrying ballast is properly designed and installed; and (b) Instructions are included in the UAV System Flight Manual, approved manual material, or markings and placards, for the proper placement of the removable ballast under each loading condition for which removable ballast is necessary. 33 USAR.33 Propeller Speed and Pitch Limits (a) General. The propeller speed and pitch must be limited to values that will assure safe operation under normal operating conditions. (b) Propellers not controllable in flight. For each propeller whose pitch cannot be controlled in flight (1) During take-off and initial climb at the all-engine(s)-operating climb speed specified in USAR.65, the propeller must limit the engine rpm, at full throttle or at maximum allowable take-off manifold pressure, to a speed not greater than the maximum allowable take-off rpm; and (2) During a closed throttle glide at VNE, the propeller may not cause an engine speed above 110% of maximum continuous speed. (c) Controllable pitch propellers without constant speed controls. Each propeller that can be controlled in flight, but that does not have constant speed controls, must have a means to limit the pitch range so that (1) The lowest possible pitch allows compliance with sub-paragraph (b) (1) of this paragraph; and (2) The highest possible pitch allows compliance with sub-paragraph (b) (2) of this paragraph. (d) Controllable pitch propellers with constant speed controls. Each controllable pitch propeller with constant speed controls must have (1) With the governor in operation, a means at the governor to limit the maximum engine speed to the maximum allowable take-off rpm; and (2) With the governor inoperative, a means to limit the maximum engine speed to 103% of the maximum allowable take-off rpm with the propeller blades at the lowest possible pitch and with take-off manifold 28

29 pressure, the UAV stationary, and no wind. PERFORMANCE 45 USAR.45 General (a) Unless otherwise prescribed, the performance requirements of this subpart must be met for (1) Still air and standard atmosphere at sea level, or (2) Ambient atmospheric conditions (b) Performance data must be determined over not less than the following ranges of conditions (1) Aerodrome altitude from sea-level to maximum take-off altitude at which certification is requested; and (2) temperatures from standard to 30 C above standard; or (3) the maximum ambient atmospheric temperature at which compliance with the cooling provisions of USAR.1041 to USAR.1047 is shown, if lower. (c) Performance data must be determined with the cowl flaps or other means for controlling the engine cooling air supply in the position used in the cooling tests required by USAR.1041 to USAR (d) The available propulsive thrust must correspond to engine power or thrust, not exceeding the approved power or thrust, less (1) Installation losses; and (2) The power absorbed by the accessories and services appropriate to the particular ambient atmospheric conditions and the particular flight condition. (e) The performance as affected by engine power or thrust must be based on a relative humidity of (1) 80% at and below standard temperature; and (2) 34% at and above standard temperature plus 28 C (plus 50 F). Between the two temperatures listed in sub-paragraphs (e) (1) and (e) (2) of this paragraph the relative humidity must vary linearly. (f) Unless otherwise prescribed in determining the take-off and landing distances, changes in the UAV's configuration, speed and power or thrust must be made in accordance with procedures established by the Applicant for operation in service. These procedures must be able to be executed consistently by UAV crew of average skill in atmospheric conditions reasonably expected to be encountered in service. (g) The following, as applicable, must be determined on a smooth, dry, hard-surfaced runway (1) Take-off distance of USAR.53 (b); (2) Accelerate-stop distance of USAR.55; (3) Not applicable, (4) Landing distance of USAR.75. The effect on these distances of operation on other types of surface (e.g. grass, gravel) when dry, may be determined or derived and these distances listed in accordance with USAR.1583 (p). (h) Not applicable 49 USAR.49 Stalling Speed (a) VS0 and VS1 are the stalling speeds or the minimum steady flight speed, in knots (CAS), at which the UAV is controllable with (1) For reciprocating engine-powered UAV, engine(s) idling, the throttle(s) closed or at not more than the power necessary for zero thrust at a speed not more than 110% of the stalling speed; and (2) For turbine engine-powered UAV, the propulsive thrust may not be greater than zero at the stalling speed, or, if the resultant thrust has no appreciable effect on the stalling speed, with engine(s) idling and throttle(s) closed; (3) Propeller(s) in the take-off position; (4) The UAV in the condition existing in the test or calculation in which VSO and VS1 are being used; (5) Centre of gravity in the position which results in the highest value of VSO and VS1; and (6) Weight used when VSO or VS1 are being used as a factor to determine compliance with a required performance standard. (b) VSO and VS1 must be determined by (1) analysis based on a calculation method agreed with the Technical Authority, or (2) by flight tests using the procedure and meeting the flight characteristics specified in USAR.201. (c) Not applicable. 50 USAR.50 Minimum demonstration speed If the stalling speed is not demonstrated by flight tests, a minimum demonstration speed will be considered. (a) The minimum demonstration speed Vmin DEMO is the minimum speed demonstrated by the Applicant by 29