PID UAS Innovation Project – Multi-Rotor System Requirements

Cer t i f i ca t i on Sp eci f i ca t i on - L i gh t U n m a n n ed Mu l t i R ot or Sy st e m s (CS -LU MR S) Concept certification requirements

N L R PID UAS Innovation Project

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Pieken in de Delta UAS Innovation Project C a r e o f f : N a t i o n a l A e r o s p a c e L a b o r a t o r y A t t e n t i o n o f J . F . B o e r ( A V H A ) A n t h o n y F o k k e r w e g 2 1 0 5 9 C M A m s t e r d a m T h e N e t h e r l a n d s T e l + 3 1 8 8 5 1 1 3 6 3 5 u a s - o p e r a t i o n s @ n l r . n l

PID UAS Innovation Project

© No part of this report may be reproduced and/or disclosed, in any form by any means without prior written permission of the consortium

Cer t i f i ca t i on Sp eci f i ca t i on - L i gh t U n m a n n ed Mu l t i R ot or Sy st e m s (CS -LU MR S) Concept certification requirements J.F. Boer, M.W. Beenhakker, M. Joosse, M.C. Roelofsz, T.E. van Langeveld1, B. Langendoen2 and J.A. de Jong3

1 Aer ia lt ronics 2 Del ft Dynamics 3 Geo Infra

C u s t o m e r NL Agency December 2014

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Partners in the “Pieken in de Delta” UAS Innovation Project are: National Aerospace Laboratory (NLR) Aerialtronics Delft Dynamics Geo Infra Infratec TU Delft

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Summary The sector for small Remotely Piloted Aircraft System (RPAS) is currently hampered by the lack of

regulations, limiting RPAS operations. To enable less limited urban / congested area operations of RPAS, among others proof of system safety is required. This is referred to by the authorities as airworthiness certification. The Peaks in the Delta (in Dutch: “Pieken in de Delta”) UAS Innovation

project aimed at the definition of the technical requirements for this certification. These will lead to improved products and enable certification, thus enabling less limited operations. As a spin-off the reliability and robustness will meanwhile also improve.

In this report a Concept Certification Specifications for Light Unmanned Multirotor Systems (CS-LUMRS) is published. The requirements are developed according to the bottom-up instead of a top-

down method. The set of requirements are applicable for light unmanned multi-rotor systems with a maximum take-off mass of 150kg, intended to perform less limited urban / congested area operations. The MRS are still required to be flown in Visual Line Of Sight (VLOS) or Extended Visual

Line of Sight (E-VLOS) as long as qualified Detect And Avoid systems are not implemented. The intension of this qualification basis is to broaden the application of MRS as compared to the rather limited operations currently possible.

The partners used the EASA Certification Specification document structure for the CS LUMRS in order to create conformity and to facilitate easy integration by national aviation authorities. Where

necessary, Acceptable Means of Compliance (AMC) are provided. This report is the final (overall) deliverable of the PID UAS Innovation project.

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Content Abbreviations 5

1 Introduction 6 1.1 Project description 6 1.2 Applicability 7

2 Development method 8

3 Certi f ication process 10

4 Concept CS-LUMRS 12 4.1 Book 1 - airworthiness code 12 4.2 Book 2 - ACCEPTABLE MEANS OF COMPLIANCE (AMC) 30

5 CS-LUMRS Definit ions 37

6 Concluding remarks 39

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Abbreviations

Acronym Description AGL Above Ground Level

AMC Acceptable Means of Compliance

AMER Automatic Message Error Rate

AMSL Above Mean Sea Level

CAA Civil Airworthiness Authority

CMER Critical Message Error Rate

CS-LUMRS Certification Specifications – Light Unmanned Multi Rotor Systems

CS-LURS Certification Specifications – Light Unmanned Rotorcraft Systems

DMER Degraded Message Error Rate

EASA European Aviation Safety Agency

EMC Electro Magnetic Compatibility

ESD Electro Static Discharge

EVLOS Extended Visual Line Of Sight

FCS Flight Control System

GPS Global Positioning System

JARUS Joint Authorities for Rulemaking on Unmanned Systems

MOC Means Of Compliance

MRS Multi Rotor System

NLR National Aerospace Laboratory

PIC Pilot in Command

PID Pieken in de Delta

RCP Required Communication Performance

RE Radiated Emission

RPA Remotely Piloted Aircraft

RPAS Remotely Piloted Aircraft System

RPS Remotely Pilot Station

RS Radiated Susceptibility

SOC State of Charge

UAS Unmanned Aircraft System

VLOS Visual Line Of Sight

VMC Visual Meteorological Conditions

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Intr oduction 11.1 Project description The RPAS sector is currently hampered by the lack of regulations, limiting RPAS operations. To enable

less limited operations, among others, proof of system safety is required. This is referred to by the authorities as airworthiness certification.

Within the framework of the Peaks in the Delta program south-western Netherlands1, the Peaks in the Delta (PID) Unmanned Aircraft System (UAS) Innovation project has been performed. Partners in the project are National Aerospace Laboratory, NLR (lead), Aerialtronics, Delft Dynamics, Geo Infra,

Infratec, and Delft University of Technology. The project aimed at enabling the qualification of multi-rotor RPAS for less limited, urban / congested

area operations by establishing a concept Certification Specification for Light Unmanned Multi Rotor Systems. Thus the way is opened to less limited application of Multi Rotor Systems, since the airworthiness certification of the Multi Rotor System is one of the prerequisites2 for operation within

urban/congested areas. As a spin-off the reliability and robustness will meanwhile also improve. To prevent just another set of (draft) requirements derived from manned aviation, the partners in the

PID UAS Innovation project developed a set of technical requirements using the bottom-up method, starting from Multi-Rotor Systems (MRS) currently in use.

The following work packages and tasks were performed: Work package 1 focussed on the characteristics of MRS by definition of a generic MRS, the analysis of the system to find components that are vulnerable for failures can affect the flight safety, and a

survey amongst operators to obtain insight in the failures occurring in practice. Work package 2 defined the qualification basis for MRS certification:

• Inventory of the available (concept) requirements (worldwide) to verify that essential aspects

were not forgotten while using the bottom–up method.

• Drafting of the technical requirements.

• Drafting of the corresponding verification methods, where necessary.

• Project workshops to improve the draft requirements.

• Editing to bring structure, wording and numbering in line with EASA CS documents

This report is the final deliverable of the project.

1 Peaks in the Delta is a national innovation program for promoting cooperation in the field of research, development and innovation. 2 Other prerequisites for less limited operations are a qualified Remote Pilot and an approved Operator organisation.

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1.2 Appl icabil i ty The Certification Specification for Light Unmanned Multi-Rotor Systems (CS-LUMRS) included in this report is a qualification basis for Multirotor RPAS for less limited, urban / congested area operations.

The set of requirements are applicable for light unmanned multi-rotor systems with a maximum take-off mass of 150kg, and to be flown within Visual Line Of Sight (VLOS) or Extended Visual Line of Sight (E-VLOS). As mentioned earlier, intend of this qualification basis is to broaden the application of MRS

as compared to the rather limited operations currently possible. The project partners decided to use the EASA format and document structure to build up the CS-LUMRS in order to create conformity and to facilitate an easy integration with national civil aviation authorities.

The full set of requirements covers all relevant subpart areas for multi-rotor RPAS. Also included are instructions for continued airworthiness and where necessary Acceptable Means of Compliance (AMC)

are stated3. Compliance with the CS-LUMRS should assure the civil aviation authorities of the safety, reliability and

robustness of the multi-rotor RPAS and therefore minimizing the hazard of operations as far as practically possible with the current state of the art technology. Use of the CS-LUMRS will contribute in minimizing the chance for technical malfunctioning, technical failures and improvement of products.

3 The user is always able to propose an alternative means of compliance to the CAA to demonstrate their RPAS to be compliant with the CS-LUMRS.

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Development method 2To prevent just another set of (draft) requirements derived from manned aviation, a set of technical requirements were developed using the bottom-up method, starting from a defined generic Multi Rotor System (MRS) representative for the systems currently in use. Based on the generic MRS a

System Safety Analysis was performed to find the weak points in MRS. Next to that a survey was set out amongst MRS Operators to find the most common weak points and causes of failure in MRS systems occurring in operational usage. Starting from the – already in use – technical assessment

requirements in The Netherlands for Class 1 (rural) operations, the Assessment Specification for Class 1 Remotely Piloted Aircraft Systems (AS-RPAS1), requirements were added based on the System Safety Analysis and the survey results. This preliminary set of requirements was checked against an

overall set of requirements derived from worldwide available (draft) requirements for light unmanned (rotorcraft) systems. This “sanity check” was meant to prevent gaps in the new set of requirements because possibly not all aspects that should be covered may have turned up in the performed

analyses and survey. The resulting first draft of the CS-LUMRS was used as starting point in project workshops to improve the draft requirements.

Each requirement was reviewed with respect to applicability for a MRS, impact on the MRS design and necessity in safety perspectives. The interactive workshops resulted in multiple requirements regarding the same section, see for an example Figure 1 Flight Characteristics. The three

requirements appeared to fit under the same title as CS-LURS.171. For conformity reasons those requirements were placed together under CS-LUMRS.171, see Figure 2.

Figure 1 Requirement 171 before conformity check

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Figure 2 Requirement 171 after conformity check

This process resulted in a decrease of requirements and the list and a more organized structure.

Meanwhile the requirements have been brought in accordance with the EASA CS documents structure, wording and numbering.

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Cer tif ication pr ocess 3In accordance with (inter)national law, each aircraft is legally required to have a valid Certificate of Airworthiness. This certificate is issued by the Civil Aviation Authority (CAA) of the country where the manufacturer resides on basis of conformity with the type design. The airworthiness qualification aims

at demonstrating “fitness for flight” of the (modified) type design and is formally acknowledged by a Type Certificate, issued by the CAA. In case of an aircraft modification, both the modified systems and the impact on the validity of the

already existing qualification evidence must be taken into account. Certification is a qualification using the airworthiness requirements as specified by the CAA.

The qualification of an aircraft (or part of an aircraft) constitutes the process of verifying that a specific aircraft configuration complies with a specified set of requirements, taking into account its intended operational use. Often distinction is made between:

● Airworthiness qualification: verifying compliance with applicable airworthiness requirements, and

● Performance qualification: verifying compliance with contractual performance and functional

requirements. Each qualification process is basically conducted in accordance with the following steps:

● Certification Basis definition: The (modified) configuration, its qualification status and the

applicable requirements are defined in a Qualification Plan.

● Means of Compliance (MoC) definition: The verification methods that will be used and the

activities that will be performed to demonstrate compliance with each requirement are defined

in a Compliance Plan.

● Compliance Demonstration: The experimental and analytical verification activities are performed

and documented in Test Reports and Verification Reports.

● Compliance Check: A final check is performed to verify that for each requirement all verification

activities have successfully been performed and/or adequate follow-up actions have been

defined. This check, together with a summary of the overall process and a recommendation for

type certification, is documented in the Qualification Substantiation Report.

In Figure 3 the certification process for aircraft certification is shown. This process needs interaction between manufacturer and CAA. It starts with the definition of the certification plan. In this plan the manufacturer will define how he plans to demonstrate the airworthiness to the CAA. A certification

basis definition has to be made and the manufacturer will need to define the means of compliance. A starting point for the certification basis usually is an already existing Airworthiness standard with requirements. For Light Unmanned Rotorcraft Systems, a Certification Specification therefor, the CS-

LURS has been issued by the Joint Authorities for Rulemaking on Unmanned Systems (JARUS).

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In this report a Certification Specification is proposed for Light Unmanned Multi Rotorcraft Systems. This CS-LUMRS can be used to select the applicable requirements for certification. The manufacturer

and CAA will have to decide which of these requirements are applicable for this specific aircraft with its operational use. The manufacturer has to demonstrate that the aircraft complies with these requirements. For several requirements an acceptable means of compliance is available.

Figure 3 Certification process

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Concept CS-LUMRS 4This chapter contains the Concept Certification Specifications for Light Unmanned Multi Rotor Systems,

CS-LUMRS. The specification is divided into two books, with the airworthiness code in the first book (4.1)

and the acceptable means of compliance (4.2) in the second book. Each requirement is provided with a

CS-LUMRS identifier number and a title and they are divided into subparts which in their turn are divided

into sections.

4.1 Book 1 - Airworthiness Code

Book 1 SUBPART A – GENERAL LUMRS.1 Applicability This specification is applicable to Light Unmanned Multi-Rotor Systems (LUMRS) intended for Class 2 operation; with a maximum take-off mass of 150 kg, and to be flown in Visual Line of Sight (VLOS) or Extended Visual Line of Sight (E-VLOS). Class 2 operation is defined as operation that does not meet all the requirements of a Class 1 operation. Class I operation is defined for aircraft: (a) with a maximum take-off mass of 150 kg; (b) with a maximum speed of 70 knots; (c) flown only in uncontrolled airspace; (d) flown in Visual Line of Sight (VLOS) or Extended Visual Line of Sight (E-VLOS); (e) flown below 120m (400ft); (f) flown no further than 500m from the Pilot In Command (PIC) or in case of EVLOS no further than 750m from the PIC, but within 500m maximum distance of the observer; (g) operating at a minimum distance (horizontal) of 150m from public and buildings; (h) flown in Visual Meteorological Conditions Flight Rules (VMC) within the daylight period.

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Book 1 SUBPART B – FLIGHT General

LUMRS.23 Approved Operational Envelope The applicant shall determine the boundaries of the approved operational envelope within which safe flight, under normal and emergency conditions, and emergency recovery capabilities will be demonstrated. In determining this envelope, the applicant shall consider environmental conditions such as wind speed, light conditions etc.

LUMRS.25 Mass Limits (a) Maximum mass. The maximum mass is the highest mass at which compliance with each applicable requirement of this CS-LUMRS is shown. The maximum mass shall be established so that it is- (1) Not more than- (i) The highest mass selected by the applicant; (ii) The design maximum mass, which is the highest mass at which compliance with each applicable structural loading condition of this CS-LUMRS is shown; or (iii) The highest mass at which compliance with each applicable flight requirement of this CS-LUMRS is shown. (2) Not less than the higher value resulting from the sum of: (i) The empty mass determined under CS-LUMRS.29, and the weight of removable ballast. (b) Minimum mass. The minimum mass (the lowest mass at which compliance with each applicable requirement of this CS-LUMRS is shown) shall be established so that it is (1) Not more than the empty mass determined under CS-LUMRS.29; (2) Not less than the design minimum mass at which compliance with each applicable structural loading condition and each applicable flight requirement of this CS-LUMRS is shown.

LUMRS.27 Centre of Gravity Limits The extreme forward and aft centres of gravity and, where critical, the extreme lateral centres of gravity shall be established for each mass established in CS-LUMRS.25. Such an extreme may not lie beyond- (a) The extremes selected by the applicant; (b) The extremes within which the structure is proven; or (c) The extremes within which compliance with the applicable flight requirements is shown.

LUMRS.29 Empty Mass and Corresponding Centre of Gravity (a) The empty mass and corresponding centre of gravity shall be determined by weighing the aircraft without payload, unless it is part of the type design, but with- (1) Fixed ballast; and (2) Full operating fluids, including fluids required for normal operation of aircraft systems. (b) The condition of the aircraft at the time of determining empty mass shall be one that is well defined and can be easily repeated, particularly with respect to the mass of installed equipment.

Performance LUMRS.69 Cruise: One Motor Inoperative In case the aircraft specification mentions a one motor inoperative capability, the aircraft shall be able to continue its flight with one motor (or rotor) inoperative

LUMRS.75 Landing Unless otherwise specified in the Flight Manual, the aircraft shall be able to land with no excessive vertical acceleration, no tendency to bounce, nose over, ground loop and without exceptional piloting skills.

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Flight Characteristics LUMRS.143 Controllability and Manoeuvrability (a) and (b) Reserved. (c) A wind velocity of not less than operational wind velocity as specified in the Flight Manual shall be established in which the aircraft can be operated without loss of control on or near the ground in any manoeuvre appropriate to the type (such as crosswind take-offs, sideward flight, and rearward flight) with- (1) Critical weight; (2) Critical centre of gravity; (3) Critical rotor rpm (4) Altitude from standard sea level conditions to the maximum altitude for which landing and take-off certification is sought. (d) Reserved (e) Engines/motors shall be separated from each other and placed such that failure or malfunction from a single engine/motor or installation that could influence the engine/motor, does not influence the long term, safe functioning of the other engines/motors. Multiple electrical engines shall be controlled by at least one separate unit each. (f) The aircraft shall be able to perform one or more evasive manoeuvre(s) to ensure sufficient separation with other aircraft.

LUMRS.171 Stability (a) The aircraft in all its operating modes, both augmented by the Flight Control System (FCS) and in manual direct piloting conditions (where applicable), including the effects of sensor and computational errors and delays, shall be longitudinally, directionally and laterally stable in any condition normally encountered in service, at any combination of weight and centre of gravity for which certification is requested. (b) Transient response in all axes during transition between different flight conditions and FCS flight modes shall be smooth, convergent, and exhibit damping characteristics with minimal overshoot of the intended flight path. (c) Reserved. (d) The aircraft shall be able to maintain a stable flight without pilot input. (e) Reserved. (f) The automatic system shall cause no- (1) unsafe sustained oscillations; or (2) undue attitude changes; or (3) control activity as a result of configuration; or (4) power changes; or (5) any other disturbance to be expected in normal operation.

Structures LUMRS.251 Vibrations The aircraft shall be free of excessive vibrations under any operational speed and power condition.

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Book 1 SUBPART C – STRENGTH REQUIREMENTS General

LUMRS.301 Loads (a) Strength requirements are specified in terms of limit loads (the maximum loads to be expected in service) and ultimate loads (limit loads multiplied by prescribed factors of safety). Unless otherwise provided, prescribed loads are limit loads. (b) Unless otherwise provided, the specified air, ground, and water loads shall be placed in equilibrium with inertia forces, considering each item of mass in the aircraft. These loads shall be distributed to closely approximate or conservatively represent actual conditions. (c) If deflection under load would significantly change the distribution of external or internal loads, this redistribution shall be taken into account.

LUMRS.303 Factor of Safety Unless otherwise provided, a factor of safety of 1.5 shall be used. This factor applies to external and inertia loads unless its application to the resulting internal stresses is more conservative.

LUMRS.305 Strength and Deformation (a) The structure shall be able to support limit loads without detrimental permanent deformation. At any load up to limit loads, the deformation may not interfere with safe operation. (b) The structure shall be able to support ultimate loads without failure. This shall be shown by- (1) Applying ultimate loads to the structure in a static test for at least 3 seconds; or (2) Dynamic tests simulating actual load application.

LUMRS.307 Proof of Structure The airframe shall be subjected to an endurance test that includes a total of 50 hours of operation and consists of cycle's representative to the intended type(s) of operation. No detrimental effects shall occur in the airframe structure.

Flight Loads LUMRS.337 Limit Manoeuvring Load Factor The aircraft shall be designed for- (a) A limit manoeuvring load factor ranging from a positive limit of 3.5 to a negative limit of -1.0; or (b) Any positive limit manoeuvring load factor not less than 2.0 and any negative limit manoeuvring load factor of not less than -0.5 for which- (1) The probability of being exceeded is shown by analysis and flight tests to be extremely remote; and (2) The selected values are appropriate to each weight condition between the design maximum and design minimum weights.

Control Surface and System Loads LUMRS.395 Control System (a) Reserved. (b) (1) and (2) Reserved. (b) (3) Flight critical actuators shall not fail when movement is externally constrained.

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Main Component Requirements LUMRS.549 Fuselage, Landing Gear, Rotor Pylon and Motor Structures (a) Each fuselage, landing gear, rotor pylon and engine structure shall be designed as prescribed in this paragraph. Resultant rotor forces may be represented as a single force applied at the rotor hub attachment point. (b) Each structure shall be designed to withstand: (1) The limit manoeuvring load factor, resultant limit manoeuvring loads, gust loads; (2) The applicable ground loads: (i)limit ground loads at most critical centre of gravity; (ii) maximum take-off mass with a rotor lift, which shall not exceed two-thirds of the design maximum mass; (iii) specific loads cases applicable for skid landing gears; (c) Auxiliary rotor thrust, and the balancing air and inertia loads occurring under accelerated flight conditions, shall be considered. (d) The motor mount and adjacent fuselage structure shall be designed to withstand the loads occurring under accelerated flight and landing conditions, including engine torque.

Fatigue Evaluation LUMRS.571 Fatigue evaluation of flight structure (a) General. Each portion of the flight structure (the flight structure includes rotors) the failure of which could be catastrophic, shall be identified and shall be evaluated in subparagraph (b), (c). The following apply to each fatigue evaluation: (1) The procedure for the evaluation shall be approved. (2) The locations of probable failure shall be determined. (3) In-flight measurement shall be included in determining the loads or stresses according to the maximum values expected in operation. (4) The loading spectra shall be as severe as those expected in operation including ground-air-ground cycles. The loading spectra shall be based on loads or stresses determined in sub-paragraph (a)(3). (b) Fatigue tolerance evaluation. It shall be shown that the fatigue tolerance of the structure ensure that the probability of catastrophic fatigue failure is extremely remote without establishing replacement times, inspection intervals or other procedures in A.LUMRS.4. (c) Replacement time evaluation. It shall be shown that the probability of catastrophic fatigue failure is extremely remote within a replacement time furnished in A.LUMRS.4.

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Book 1 SUBPART D – DESIGN AND CONSTRUCTION General

LUMRS.603 Materials The suitability and durability of materials used for parts, the failure of which could adversely affect safety, shall - (a) Be established on the basis of experience or tests; (b) Meet industrial specifications that ensure their having the strength and other properties assumed in the design data; and (c) Take into account the effects of environmental conditions, such as temperature and humidity, expected in service.

LUMRS.607 Fasteners Each removable bolt, screw, nut, pin, or other fastener whose loss could jeopardize the safe operation of the aircraft, shall incorporate a locking device. No self-locking nut shall be used on any bolt subject to rotation in operation unless: (a) A non-friction locking device is used in addition to the self-locking device, or (b) The nut is tightened to the specified torque and its position is marked with sealing varnish.

LUMRS.609 Protection of Structure Each part of the structure shall have provisions for ventilation and drainage where necessary to prevent the accumulation of corrosive, flammable, or noxious fluids.

LUMRS.613 Material Strength Properties and Design Values The effects of temperature on allowable stresses used for design in an essential component or structure shall be considered where thermal effects are significant under normal operating conditions.

Rotors LUMRS.661 Propeller Blade Clearance There shall be enough clearance between the propellers and other parts of the structure to prevent the propellers from striking any part of the structure during any operating condition.

Control Systems LUMRS.683 Operation Test Control system forces and free play may not inhibit smooth and direct response to control system input. All controls shall be free from excessive deflection.

Landing Gear LUMRS.725 Landing Gear Limit Drop Test (a) Reserved. (b) Reserved. (c) Each landing gear unit shall be tested in the attitude simulating the landing condition that is most critical from the standpoint of the energy absorbed by it. (d) Reserved.

Cargo Accommodations LUMRS.783 Doors (a) to (h) Reserved. (i) All doors, hatches and panels shall be properly secured.

Fire Protection LUMRS.859 Temperature Control Systems (a) Reserved. (b) Any temperature control systems required by the flight control or other critical systems shall not fail in such a way that will interfere with the function of those critical systems.

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Book 1 SUBPART E – POWER PLANT General

LUMRS.901 Installation (a) Reserved. (b) For each power plant and its installation - (1) to (4) Reserved. (5) Failure detection apparatus will include propulsion system health monitoring of motor critical data (for example temperature and RPM). (c) Reserved.

Engine Vibration LUMRS.907 Engine Vibration (a) Reserved. (b) The addition of the rotor and the rotor drive system to the engines shall not subject the principal rotating parts of the engine to excessive vibrations or vibration stresses. (c) Reserved.

Electrical Power Subsystem for Propulsion LUMRS.983 Energy Storage, Safety (a) to (d) Reserved. (e) No corrosive fluids or gasses that may escape from any battery may damage surrounding structure or any adjacent systems, equipment or electrical wiring, of the airplane in such a way as to cause a failure condition that is not compliant with LUMRS.1309 (b). (f) to (i) Reserved.

LUMRS.985 Energy Storage, Installation (a) The battery installation must be able to withstand the applicable inertial loads. (b) The installation provisions, the environment and the intended usage of all batteries must meet all performance, operating and safety requirements established by the battery manufacturer. (c) There shall be means to minimize the risk of battery overheating/explosion (e.g. cooling, temperature sensor, active battery management system). (d) Reserved

Cooling LUMRS.1041 General (a) The design of the systems and cooling shall be such that the system shall not be subject to overheating. (1) If flight wind is not sufficient for cooling of the engine(s)/motor(s), forced cooling by sufficient means shall be provided. (2) Electronic speed controllers shall not exceed the maximum permissible operational parameters in the complete operating range. (b) Reserved.

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Book 1 SUBPART F – EQUIPMENT General

LUMRS.981 Energy Storage, Performance and Indication (a) The battery must be able to provide the necessary voltage and current required by the engine and electrical equipment throughout the complete operational envelope. (b) Reserved. (c) For battery check a monitoring system shall be used.

LUMRS.1301 Function and installation (a) Each item of installed LUMRS equipment and systems shall – (1) Be of a kind and design appropriate to its intended function; (2) Be labelled as to its identification, function, or operating limitations, or any applicable combination of these factors; (3) Be installed according to limitations specified for that equipment; and (b) The LUMRS equipment and systems shall be designed and installed so that: (1) Those required for type certification or by operating rules, or whose improper functioning would reduce safety, perform as intended under the aircraft operating and environmental conditions. (2) Other equipment and systems are not a source of danger in themselves and do not adversely affect the proper functioning of those covered by sub-paragraph (b)(1) of this paragraph.

LUMRS.1309 Equipment, Systems, and Installations (a) The RPAS equipment and systems shall be designed and installed so that: 1) Those required for type certification or by operating rules perform as intended under the RPAS operating and environmental conditions including radio frequency energy. 2) Any equipment and system shall not adversely affect the safety of the RPAS, the RPAS crew, third parties or the proper functioning of those covered by paragraph (1) of this section. (b) Reserved. (c) Information concerning an unsafe system operating condition shall be provided in a timely manner to the crew to enable them to take appropriate corrective action. An appropriate alert shall be provided if immediate pilot awareness and immediate or subsequent corrective action is required. Systems and controls, including indications and annunciations, shall be designed to minimize crew errors which could create additional hazards. (d) For RPA where (c) is impractical, a special condition applies.

LUMRS.1310 Power source capacity and distribution (a) The electrical system should provide sufficient power and endurance to ensure safe operation under expected operating conditions and throughout all phases of flight. (b) Reserved.

LUMRS.1311 Software and Electronic Hardware All flight critical software shall be verified and validated. Design Assurance Levels for Software and Electronic Hardware shall be assigned according to CS-LUMRS.1309 and to be agreed with the appropriate authority.

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Electrical Systems and Equipment LUMRS.1351 General (a) Reserved. (b) (1) to (4) Reserved. (b) (5) The power supply of secondary electronics (which are not vital to controlling the aircraft) shall be separated from the primary functions power supply. (c) to (e) Reserved. (f) External power connections shall be designed such that wrong connection of power is prevented. If necessary correct way of connection shall be clearly marked adjacent to the connection. (g) Reserved. (h) All electronics shall be connected with adequately secured connections to prevent loosening during vibrations. No unnecessary connections shall be present. Proper functioning shall be verified during a vibration test.

LUMRS.1365 Electric cables (a) All wiring shall be: (1) suitable for the current and voltage going through; no kinks in the wiring are allowed. (2) strain relieved while having minimum slack. Cable routing shall not be along sharp edges. (b) Reserved. (c) The wiring lay out of the aircraft shall be according to the wiring diagram. Unless specified in the wiring diagram, the colour code shall be as follows: +voltage and -voltage shall have clear colour coding, different from signal wires.

Lights LUMRS.1384 External Lights a) If external lights are installed for see & avoid purpose, then they shall comply with paragraphs 27.1385 to 27.1401 of CS-27 as appropriate. b) For RPA where a) is impractical, a special condition applies.

Safety Equipment LUMRS.1412 Emergency recovery capability (a) A safe flight termination functionality or manual control fall back mode shall be available during all flight phases. In case of manual activation, the means of activation shall be clearly and unambiguously marked. If a switch is used, its function shall be single use. (b) to (f) Reserved. (g) All primary electronics shall be on board of the aircraft. All electronic parts shall be properly mounted on the aircraft. (h) In case of contingencies, the aircraft shall (automatic) activate the safe flight termination functionality or manual control fall back mode appropriate to the occurring circumstances to ensure a safe end of flight within the required area restrictions.

LUMRS.1413 Contingency Procedures (a) To ensure, the aircraft does not present a danger to people and properties on ground and does not present a risk for mid-air collision following a control link degradation, each RPAS shall specify in the Flight Manual or other approved Manual the contingency procedures for the degraded status according CS-LUMRS.1425: i. Degraded message error rate (DMER) ii. Critical message error rate (CMER) iii. Automatic message error rate (AMER) (b) The Contingency procedures shall be safeguarded from interference leading to inadvertent operation.

Miscellaneous Equipment LUMRS.1419 De-icer System If certification with ice protection provisions is desired and a de-icer system is installed the system and its components shall be designed to perform their intended function under any normal system operating temperature or pressure.

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Command and Control Datalink LUMRS.1421 General (a) to (c) Reserved. (d) Used data link frequency and transmitting power shall be approved by the radio communications agency.

LUMRS.1423 Command and control data link loss (a) to (b) Reserved. (c) The PIC shall be informed when the data link is lost by means of a warning signal. (d) When data link is lost, the aircraft shall follow a predefined procedure to ensure a safe end of flight within the required area restrictions. (e) Reserved.

LUMRS.1425 Command and Control Data Link Modes (a) Due to possible fluctuation of the command and control datalink, each RPAS shall specify in the Flight Manual or other approved Manual the: (1) Normal transmission mode (2) Degraded message error rate (DMER) mode (3) Critical message error rate (CMER) mode (4) Automatic message error rate (AMER) mode

LUMRS.1427 Required C2 Communication Performance (C2-RCP) (a) Each RPAS shall specify in the Flight Manual or other approved Manual the Required C2 Communication Performance (C2-RCP) in terms of: (1) Bandwidth and latency of the overall communications system which are to be considered when determining transmission rates consistent with safe operation. It should be noted that the terms ‘uplink’ and ‘downlink’ do not imply only a line of sight radio frequency channel, but include any configuration of any type(s) of communication device(s) capable of transmitting the required information. (2) Communication range which shall be sufficient to have a permanent communication with the aircraft. (3) Integrity. (b) Reserved.

Miscellaneous Equipment LUMRS.1431 Electronic Equipment Electronic equipment and installations shall be free from hazards in themselves, in their method of operation, and in their effects on other components.

LUMRS.1481 Payload (a) An aircraft System Type Certification Basis may be released for several payload configurations. (b) Where an aircraft is designed to carry payloads, the integration and operation of those payloads shall not adversely affect the safe flight and control of the aircraft.

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Book 1 SUBPART G – OPERATING LIMITATIONS AND INFORMATION General

LUMRS.1501 General (a) Reserved. (b) Reserved. (c) The aircraft shall provide in a Start-up Test to perform a pre-flight check to verify that flight critical systems are functioning as described in the Flight Manual.

Operating Limitations LUMRS.1519 Weight and centre of gravity The weight and centre of gravity limitations determined under CS-LUMRS.25 and 27, respectively, shall be established as operating limitations.

LUMRS.1521 Power plant limitations (a) Reserved. (b) The power plant operation shall be limited by - (1) The maximum rotational speed, which may not be greater than - (i) The maximum value determined by the rotor/propeller design; or (ii) The maximum value shown during the type tests; (2) The maximum allowable value of the critical engine parameters; (3) The time limit for the use of the power corresponding to the limitations established in subparagraph (1) and (2), if applicable. (c) Reserved. (d) Reserved.

LUMRS.1523 Minimum Flight Crew The minimum flight crew shall be established so that it is sufficient for safe operation considering: (a) The workload on individual crew members (b) Each crew member workload and role shall be determined considering the following: (1) Flight path control (2) Separation and collision avoidance with ground obstacle or air traffic (3) Navigation (4) Communications (5) Operation and monitoring of all RPAS systems required for continued safe flight and landing (6) Tasks not related to piloting (e.g. payload operation) (7) Command decisions and (8) The accessibility and ease of operation of necessary controls by the appropriate crew member during all normal and emergency operations when at the crew member flight station. (c) The kinds of operation authorized under CS-LUMRS.1525.

LUMRS.1525 Kinds of operation The kinds of operation to which the aircraft is limited are established as part of the certification and by the installed equipment.

LUMRS.1527 Maximum operating altitude The maximum altitude up to which operation is allowed, as limited by flight, structural, power plant, functional, or equipment characteristics, shall be established.

LUMRS.1529 Instructions for Continued Airworthiness Instructions for Continued Airworthiness in accordance with Appendix A shall be prepared.

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Markings and Placards LUMRS.1541 General (a) The RPA and RPS shall contain- (1) The markings and placards specified in CS-LUMRS.1557, CS-LUMRS.1565, and (2) Any additional information, instrument markings, and placards required for the safe operation of rotorcraft if it has unusual design, operating or handling characteristics. (3) Placards intended for use by the flight crew should be placed at an appropriate location in the control station. (b) Each marking and placard prescribed in sub-paragraph (a) - (1) Must be displayed in a conspicuous place; and (2) May not be easily erased, disfigured, or obscured. (c) The units of measurement used on placards must be the same as those used on the indicators.

LUMRS.1557 Miscellaneous markings and placards (a) to (d) Reserved. (e) The system voltage of each direct current electrical installation must be clearly marked adjacent to its external power connection. (f) Reserved. (g) The safe end of flight function shall be marked red.

LUMRS.1565 Propellers All propellers shall be marked so that their discs are conspicuous under normal daylight ground conditions.

Flight Manual and Approved Manual Material LUMRS.1581 General (a) Furnishing information. A Flight Manual shall be furnished with each RPAS, and it shall contain the following: (1) Information required by CS-LUMRS.1583 through CS-LUMRS.1589. (2) Other information that is necessary for safe operation because of design, operating, or handling characteristics. (3) Information that is necessary for the Flight Termination System per CS-LUMRS.1412 and the contingency procedure per CS-LUMRS.1413 (b) Approved information. Each part of the manual listed in CS-LUMRS.1583 through CS-LUMRS.1589, that is appropriate to the RPAS, shall be furnished, verified, and approved, and shall be segregated, identified, and clearly distinguished from each unapproved part of that manual. (c) Non-approved Information. Non-approved information shall be presented in a manner acceptable to the Certifying Authority. (d) Units. The units of measurement used in the manual shall be the same as those used on the indicators. (e) Table of contents. Each RPAS Flight Manual shall include a table of contents if the complexity of the manual indicates a need for it.

LUMRS.1583 Operating Limitations (a) Airspeed and rotor limitations. Information necessary for the marking of airspeed and rotor limitations on, or near, their respective indicators shall be furnished. The significance of each limitation and of the colour coding shall be explained. (b) Power plant limitations. The following information shall be furnished: (1) Limitations required by CS-LUMRS.1521. (2) Explanation of the limitations, when appropriate. (c) Weight and loading distribution. The weight and centre of gravity limits required by CS-LUMRS.1519 shall be furnished. If the variety of possible loading warrants the necessity, instructions shall be included to allow ready observance of the limitations. (d) Kinds of operation. Each kind of operation for which the aircraft and its equipment installations are approved including the approved operational envelope according CS-LUMRS.1525 shall be listed. (e) Altitude. The altitude established under CS-LUMRS.1527 and an explanation of the limiting factors shall be furnished.

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LUMRS.1585 Operating Procedures (a) The part of the manual containing operating procedures shall have information concerning any normal and emergency procedures and other information necessary for safe operation, including take-off and landing procedures and associated airspeeds. (b) and (c) Reserved. (d) Information shall be furnished on the expected loss of battery capacity in time and environmental conditions. (e) Information on the total quantity of useable capacity for each battery shall be furnished. (f) Reserved. (g) Information on adequate communication procedures between the PIC and observer.

LUMRS.1587 Performance Information (a) The Flight Manual shall be furnished with the following information, determined in accordance with CS-LUMRS.143(c): (i) The hovering ceilings and the steady rates of climb and descent, as affected by any pertinent factors such as airspeed, temperature, and altitude; (ii) The maximum safe wind for operation near the ground. If there are combinations of weight, altitude and temperature for which performance information is provided and at which the aircraft cannot land and take-off safely with the maximum wind value, those portions of the operating envelope and the appropriate safe wind conditions shall be identified in the flight manual. (iii) The maximum atmospheric temperature at which compliance with the cooling provisions of CS-LUMRS.1041 is shown. (b) The Flight Manual shall contain, in its performance information section, any pertinent information concerning the take-off weights and altitudes.

LUMRS.1589 Loading Information There shall be loading instructions for each possible loading condition between the maximum and minimum weights determined under CS-LUMRS.25 that can result in a centre of gravity beyond any extreme prescribed in CS-LUMRS.27.

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Book 1 SUBPART H – DETECT AND AVOID Reserved For Detect And Avoid Requirements

Reserved Reserved

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Book 1 SUBPART I – CONTROL STATION Control Station

LUMRS.1709 Flight and navigation instruments (a) The following information shall be displayed on the Remote Pilot Station: 1 Aircraft altitude (AGL or AMSL). 2 Aircraft position or horizontal distance to remote pilot or equivalent information that ensures that the aircraft shall stay within the maximum distance. 3 Aircraft ground speed (see also CS-LUMRS.1709). 4 Level of fuel and/or battery capacity. 5 Aircraft GPS satellite fix indication (if GPS equipped). (b) to (c) Reserved. (d) If the aircraft maximum airspeed exceeds 70 knots, an airspeed indication shall be present at the RPS. If no airspeed indication is available, but ground speed indication is available on the RPS, then the max ground speed shall not exceed 70 knots minus the maximum allowable wind speed in knots as specified in the Flight Manual.

LUMRS.1720 Operational deviation warnings (a) The RPS shall be equipped with a warning functionality to warn the pilot upon exceedance of the pre-defined altitude and distance limitations for the planned operation (the so called virtual fence functionality). (b) Where automatic flight control modes are activated, a warning shall be displayed when excessive deviation from the pre-programmed flightpath occurs. The acceptable deviation shall be agreed with the Certifying Authority.

LUMRS.1729 Automatic pilot system (a) Each manually operated control for the system’s operation shall be readily accessible to the remote pilot. (b) If the automatic pilot system can be coupled to airborne navigation equipment, means shall be provided to indicate to the pilot(s) the current mode of operation. Selector switch position is not acceptable as a means of indication.

LUMRS.1763 Engine controls (a) to (b) Reserved. (c) If possible use a speed controller (function) that incorporates a "safety circuit" that will not allow the motor to start unless the throttle has been brought back to the "stop" or "idle" position.

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Book 1 APPENDIX A Instructions for continued airworthiness

A.LUMRS.1 General (a) This appendix specifies requirements for the preparation of instructions for continued airworthiness as required by CS-LUMRS.1529. (b) The instructions for continued airworthiness for each RPAS shall include the instructions for continued airworthiness for each engine and rotor (hereinafter designated "products"), for each appliance required by any applicable CS or operating rule, and any required information relating to the interface of those appliances and products with the RPAS. If instructions for continued airworthiness are not supplied by the manufacturer of an appliance or product installed in the RPAS, the instructions for continued airworthiness for the RPAS shall include the information essential to the continued airworthiness of the aircraft.

Appendix A Instructions for continued airworthiness A.LUMRS.2 Format (a) The instructions for continued airworthiness shall be in the form of a manual or manuals as appropriate for the quantity of data to be provided. (b) The format of the manual or manuals shall provide for a practical arrangement.

A.LUMRS.3 Content The contents of the manual or manuals shall be prepared in the English language. The instructions for continued airworthiness shall contain the following manuals or paragraphs, as appropriate, and information: (a) RPAS maintenance manual or paragraph: (1) Introduction information that includes an explanation of the RPAS's features and data to the extent necessary for maintenance. (2) A description of the RPAS and its systems and installations including its engine, rotors, and appliances. (3) Basic control and operation information describing how the RPAS components and systems are controlled and how they operate, including any special procedures and limitations that apply. (4) Servicing information that covers details regarding servicing points, capacities of tanks or batteries, reservoirs, types of fluids to be used, pressures applicable to the various systems, location of access panels for inspection and servicing, locations of lubrication points, the lubricants to be used, equipment required for servicing, tow instructions and limitations, mooring, jacking, and levelling information. (b) Maintenance instructions (1) Scheduling information for each part of the RPAS and its engines, auxiliary power units, rotors accessories, instruments and equipment that provides the recommended periods at which they should be cleaned, inspected, adjusted, tested, and lubricated, and the degree of inspection, the applicable wear tolerances and work recommended at these periods. However, it is allowed to refer to an accessory, instrument or equipment manufacturer as the source of this information if it is shown that the item has an exceptionally high degree of complexity requiring specialized maintenance techniques, test equipment, or expertise. The recommended overhaul periods and necessary cross references to the airworthiness limitations paragraph of the manual shall also be included. In addition, an inspection program that includes the frequency and extent of the inspections necessary to provide for the continued airworthiness of the RPAS shall be included. (2) Troubleshooting information describing problem malfunctions, how to recognize those malfunctions, and the remedial action for those malfunctions. (3) Information describing the order and method of removing and replacing products and parts with any necessary precautions to be taken. (4) Other general procedural instructions including procedures for system testing during ground running, symmetry checks, weighing and determining the centre of gravity, lifting and shoring, and storage limitations. (c) Diagrams of structural access plates and information needed to gain access for inspections when access plates are not provided. (d) Details for the application of special inspection techniques including radiographic and ultrasonic testing where such processes are specified. (e) Information needed to apply protective treatments to the structure after inspection. (f) All data relative to structural fasteners such as identification, discard recommendations, and torque values. (g) A list of special tools needed.

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A.LUMRS.4 Airworthiness Limitations Section The instructions for continued airworthiness shall contain a paragraph titled Airworthiness Limitations, which is segregated and clearly distinguishable from the rest of the document. This paragraph shall set forth each mandatory replacement time, structural inspection interval, and related structural inspection procedure approved under CS-LUMRS.571. If the instructions for continued airworthiness consist of multiple documents, the paragraph required by this sub-paragraph shall be included in the principal manual. This paragraph shall contain a legible statement in a prominent location that reads: "The airworthiness limitations section is approved and variations shall also be approved".

A.LUMRS.5 Battery Airworthiness The Instructions for Continued Airworthiness shall contain maintenance requirements for measurements of battery capacity at appropriate intervals to ensure that batteries whose function is required for safe operation of the aircraft will perform their intended function as long as the batteries are installed in the aircraft. The Instructions for Continued Airworthiness shall also contain maintenance procedures for batteries in spares storage to prevent the replacement of batteries whose function is required for safe operation of the aircraft, with batteries that have experienced degraded charge retention ability or other damage due to prolonged storage at low state of charge (SOC).

A.LUMRS.6 Software and System Modifications All software and system changes shall be documented as part of the normal maintenance procedures and shall be available for inspection. All software and system changes shall be inspected and approved according to the maintenance program. All software changes to the aircraft and RPS are categorized as major changes, and shall be provided in summary form at the time they are incorporated.

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Book 1 APPENDIX B Electrical Engines

B-LUMRS.133 Endurance Test (a) The electric motor assembly, as installed on the aircraft, shall be subjected to an endurance test (with representative rotors and transmissions) that includes a total of 50 hours of operation and consists of cycle's representative to the intended type(s) of operation. (b) Reserved. (c) Reserved.

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4.2 Book 2 - Acceptable Means Of Compliance (AMC) For most requirements a requirement check or Acceptable Means of Compliance (AMC) is given. These AMC’s give the user of the CS-LUMRS a guideline in the way to demonstrate compliance with the requirement. The user is always able to propose an alternative means of compliance to the CAA to demonstrate compliance.

Book 2 SUBPART B – FLIGHT General

AMC.LUMRS.23 Approved Operational Envelope The manufacturer shall specify operating capabilities: temperature range, humidity and wet weather capabilities. When the aircraft is stated to be capable to operate in rain, snow or highly damp (fog) conditions, the manufacturer shall provide test results to proof that. This can be done by qualifying the RPAS according to IP55.

AMC.LUMRS.29 Empty Mass and Corresponding Centre of Gravity For the term “payload” refer to RPA.EQ.7. In case of permanent installed equipment not required for the continued safe flight and landing, this equipment shall be considered as part of the type design.

Performance AMC.LUMRS.69 Cruise: One Motor Inoperative Continued flight with one motor inoperative until a landing as soon as particle is possible will be verified, unless the aircraft behaviour with one motor inoperative has been explicitly described otherwise in the Flight Manual. A safe end of flight will be essential.

AMC.LUMRS.75 Landing During the test flight, demonstrate good landing qualities

Flight Characteristics AMC.LUMRS.143 Controllability and Manoeuvrability (f) The time to descent from maximum approved height as mentioned in the Flight Manual for open area operations, or 120 m (400 ft), whichever is less, to 20 m (60 ft) height AGL shall not exceed 36 seconds. Open area operations are defined as operations not in the close vicinity (20 m) of structures, buildings, or other constructions.

AMC.LUMRS.171 Stability (a) The aircraft shall be capable of maintaining the desired flight parameters in smooth air with a sufficiently small static error, to be agreed by the Applicant and the Certifying Authority. This should be specified by documentation and verified by flight tests, for the following parameters, throughout the normal flight envelope: - attitude: pitch and roll angles; - airspeed, heading or track, turn rate, and altitude. (b) The transitions from steady to turning flight, climbing and descending without exceptional pilot skills will be verified during flight. (d) The verification includes a test flight, in most manual mode, in which the aircraft shall maintain a stable flight for at least 1 second when the pilot let’s go of the controls (throttle may be an exception).

Structures AMC.LUMRS.251 Vibrations Check during flight for excessive vibrations.

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Book 2 SUBPART C – STRENGTH REQUIREMENTS General

AMC.LUMRS.307 Proof of Structure The endurance test procedure shall be agreed by the Certifying Authority and shall be more severe than the engine design duty cycle. If the RPA is designed to stress engine above maximum continuous power, this shall be addressed in the endurance test procedure.

Control Surface and System Loads AMC.LUMRS.395 Control System All flight critical actuators are tested by constraining the movement of the actuator and applying full deflection at the same time. After this test the actuators shall function as normal.

Main Component Requirements AMC.LUMRS.549 Fuselage, Landing Gear, Rotor Pylon and Motor Structures Verification of the use of the correct design load cases for the mentioned components.

Fatigue Evaluation AMC.LUMRS.571 Fatigue evaluation of flight structure If, based on size, weight and construction, the in-flight measurements requested by (a)(3) are impractical to carry out on some element, a conservative estimation of the stress/strain level and/or loads to be used in the fatigue evaluation can be derived by a validated analysis. The stress/strain level and/or loads derived by the above analysis should be validated by correlation with in flight measurement data, such as local strain measurement, accelerations and deflection as necessary, taken in other points of the structure

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Book 2 SUBPART D – DESIGN AND CONSTRUCTION General

AMC.LUMRS.607 Fasteners Verification includes: 1) All critical bolts of the main load carrying structures are tightened using a locknut. 2) All bolts are locked using thread-locking compound. 3) Every bolt has at least two threads sticking out of the nut. 4) No self-locking nut is used on any bolt subject to rotation in operation unless: (a) A non-friction locking device is used in addition to the self-locking device, or (b) The nut is tightened to the specified torque and its position is marked with sealing varnish.

AMC.LUMRS.609 Protection of Structure Show by testing that fluids cannot accumulate in the structure

AMC.LUMRS.613 Material Strength Properties and Design Values Test Temperature : (a) For white painted surface and vertical sunlight: 54°C. If the test cannot be performed at this temperature an additional factor of 1.25 should be used. (b) For other coloured surfaces the curve below may be used to determine the test temperature.

Rotors AMC.LUMRS.661 Propeller Blade Clearance Sufficient propeller blade clearance of all blades from structures and/or components under expected maximum load will be verified.

Control Systems AMC.LUMRS.683 Operation Test Verification on both aircraft and RPS includes: 1) excessive free play and/or friction on all actuators and control surfaces that could inhibit smooth and direct response; 2) the maximum deflection of all flight controls.

Landing Gear AMC.LUMRS.725 Landing Gear Limit Drop Test The landing gear may not fail, but may yield, in a test showing its reserve energy absorption capacity, simulating a descent velocity of 1.2 times the limit descent velocity, assuming lift equal to the weight of the aircraft.

Fire Protection AMC.LUMRS.859 Temperature Control Systems Check that critical systems retain their function when a temperature control system is deactivated.

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Book 2 SUBPART E – POWER PLANT Electrical Power Subsystem for Propulsion

AMC.LUMRS.985 Energy Storage, Installation (a) Properly battery mounting in such a way that the battery cannot move during flight is verified.

Cooling AMC.LUMRS.1041 General The system and cooling design will be evaluated from a cooling point of view. If maximum temperatures are specified, these specifications will be verified. (Verification can be combined with RPA.S.6 Propulsion System.)

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Book 2 SUBPART F – EQUIPMENT General

AMC.LUMRS.981 Energy Storage, Performance and Indication The verification includes: 1) suitability of the specified battery (specifications) for the primary electronics; 2) availability of a sufficient battery monitoring system.

AMC.LUMRS.1309 Equipment, Systems, and Installations (a) Environmental tests to be performed according to DO160. This includes: Electro Static Discharge (ESD); Radiated Emission (RE); Radiated Susceptibility (RS). Magnetic compatibility to be performed according to IEC61000-4-8. (High voltage power lines present especially magnetic interference) or European harmonised norm for EMC guideline 2004/108/EG. To be substantiated by specifications, documentation and testing.

AMC.LUMRS.1311 Software and Electronic Hardware (a) Design assurance level for flight critical software shall be in accordance with RTCA/EUROCAE document DO-178C/ED-12C (or equivalent), or (b) The reliability shall be validated by appropriate endurance testing in representative flight conditions. (c) Appropriate level(s) for (a) and/or (b) to be verified depends on the safety analysis and to be agreed with the certifying authority.

Electrical Systems and Equipment AMC.LUMRS.1365 Electric cables Wiring diameter in accordance with electrical load and wiring without kinks are verified.

Safety Equipment AMC.LUMRS.1412 Emergency recovery capability (a) to (f) Reserved. (g) Primary electronics are all electronics necessary for controlled and stable flight and therefore shall be on board of the aircraft, and includes: actuators, engine/motor control, data link, and board computer. (h) The verification includes the existence and proper functioning of procedures for the following circumstances (if applicable): 1. control failure due to failure of servo 2. fatal autopilot error; 3. loss of engine power; 4. low battery voltage and capacity; 5. loss of GPS signal; 6. radio control link failure; 7. RPS communication failure; 8. temperature control system failure. Proper functioning shall be tested: (i) on the ground; (ii) during flight.

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AMC.LUMRS.1413 Contingency Procedures The intent of this requirement is to have procedures for a degraded data link. A degradation does not mean, the Emergency Recovery procedure according CS-LUMRS.1412 needs to be initiated immediately. The remote pilot should have procedures to recover from a degraded status or if a recovery is not possible how to proceed, so that the aircraft does not present any hazard to 3rd parties. If the aircraft is in the degraded status AMER the emergency recovering procedure according CS-LUMRS.1412 will to be initiated either by the pilot or by the on-board systems.

Command and Control Datalink AMC.LUMRS.1423 Command and control data link loss (d) The verification includes the existence and proper functioning of procedures for the following circumstances (if applicable): 1. radio control link failure; 2. RPS communication failure; Proper functioning shall be tested: (i) on the ground; (ii) during flight.

AMC.LUMRS.1425 Command and Control Data Link Modes This requirement should cover defective trans-mission channel due to environmental and operational conditions a)(1)Normal Transmission Mode The datalink is capable for the intended operation while fulfilling the requirements for a safe flight of the RPAS. a)(2) Degraded message error rate (DMER) mode Is defined, where the aircraft will not be able to transmit and/or receive the amount of information required for a normal mission. a)(3) Critical message error rate (CMER) mode Is defined, where the aircraft is still under the remote pilot control, but a significant latency between ATC orders and aircraft manoeuvers exists. a)(4) Automatic message error rate (AMER) mode Is defined, where the aircraft is flying automatically without any possible control from the remote pilot. CS-LUMRS.1425 requires that in order to specify the Normal Transmission Mode, the Degraded message error rate (DMER) mode and the Critical message error rate (CMER) mode the: Required Communication Performance (RCP) according CS-LUMRS.1427, and the, Required Command and control data priorities will be defined by the RPAS designer.

AMC.LUMRS.1427 Required C2 Communication Performance (C2-RCP) (a) (2) Fully functioning communication is verified during a distance communication test from all possible azimuth angles at a distance of 1.2 times the maximum operating distance for the RPAS.

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Book 2 APPENDIX B Electrical Engines

AMC.B-LUMRS.133 Endurance Test After the endurance test a visual check on the airframe structure and engine mounting will be performed.

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CS-LUMRS Def initions 5Definitions applicable to Certification Specifications for Remotely Piloted Aircraft Systems Aircraft: Any machine that can derive support in the atmosphere from the reactions of the air other than the reactions of the air against the earth’s surface. Altitude: The vertical distance of a level, a point or an object considered as a point, measured from

mean sea level (MSL). Automatic: The execution of a predefined process that requires initiation from a remote pilot or an emergency condition.

Beyond Visual Line-of-Sight: BVLOS - Operation of an RPA beyond a distance where the Remote Pilot is able to respond to or avoid other airspace users by visual means is considered to be a BVLOS operation.

Command & Control Link: C2 Link - The data link between the remotely-piloted aircraft and the remote pilot station for the purposes of managing the flight. Controlled Airspace: An airspace of defined dimensions within which air traffic control service is

provided in accordance with the airspace classification. Control Link: A data link for up-linking safety-related command instructions and down-linking remotely piloted aircraft status data from the remotely piloted aircraft to the remote pilot station(s).

Data Link: A term referring to all interconnections to, from and within the remotely piloted aircraft system. It includes control, flight status, communication, and payload links. Extended Visual Line-of-Sight: EVLOS - EVLOS operations are operations, either within or beyond 500

m / 400ft, where the Remote Pilot is still able to comply with his collision avoidance responsibilities, but the requirement for the Remote Pilot to maintain direct visual contact with the RPA is addressed via other methods or procedures. It is important to note, however, that collision avoidance is still

achieved through ‘visual observation’ (by the remote pilot and/or RPA observers). Flight Envelope: refers to the capabilities of a design in terms of airspeed and load factor or altitude Flight Manual: A manual, associated with the certificate of airworthiness, containing limitations within

which the aircraft is to be considered airworthy, and instructions and information necessary to the flight crew members for the safe operation of the aircraft. Height: The vertical distance of a level, a point or an object considered as a point, measured from a

specified datum. Level: A generic term relating to the vertical position of an aircraft in flight and meaning variously, height, altitude or flight level.

Load: the ratio of the lift of an aircraft to its weight and represents a global measure of the stress ("load") to which the structure of the aircraft is subjected Load factor: means the ratio of a specified load to the total weight of the aircraft. The specified load is

expressed in terms of any of the following: aerodynamic forces, inertia forces, or ground or water reactions. Lost Link: The loss of command and control link contact with the remotely-piloted aircraft such that

the remote pilot can no longer manage the aircraft’s flight.

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Maintenance: The performance of tasks required to ensure the continuing airworthiness of an aircraft, including any one or combination of overhaul, inspection, replacement, defect rectification, and the

embodiment of a modification or repair. Major modifications: All major modifications, whether performed under the experimental certificate, Certificate of Airworthiness, or other authorizations, that could potentially affect the safe operation of

the system, must be documented and provided to the CAA before operating the aircraft under this certificate. Observer: A trained and competent person designated by the operator who, by visual observation of

the remotely-piloted aircraft, assists the remote pilot in the safe conduct of the flight Operation: Means any operation of an aircraft, in return for remuneration or other valuable consideration, which is available to the public or, when not made available to the public, which is

performed under a contract between an operator and a customer, where the latter has no control over the operator. Operator: A person, organization or enterprise engaged in or offering to engage in an aircraft

operation. Payload: All elements of a remotely piloted aircraft that are not necessary for flight but are carried for the purpose of fulfilling specific mission objectives.

Pilot: The person in direct control of the RPA - See also ‘Remote Pilot’. Pilot (to): To manipulate the flight controls of an aircraft during flight time. Pilot-in-Command: PIC - The pilot designated by the operator, or in the case of general aviation, the

owner, as being in command and charged with the safe conduct of a flight. Remote Pilot: The person who manipulates the flight controls of a remotely piloted aircraft during flight time.

Remote Pilot Station: The station at which the remote pilot manages the flight of an remotely piloted aircraft. Remotely Piloted Aircraft: RPA - An aircraft where the flying pilot is not on board the aircraft.

Note: This is a subcategory of unmanned aircraft. Remotely Piloted Aircraft System: RPAS - A set of configurable elements consisting of a remotely-piloted aircraft, its associated remote pilot station(s), the required command and control links and any

other system elements as may be required, at any point during flight operation. Safe Flight Termination: Any means and/or procedure triggered manually or automatically to initiate a preprogrammed action or a set of actions designed to terminate remotely piloted aircraft flight in a

safe manner See and Avoid: The capability to see, sense or detect conflicting traffic or other hazards and take the appropriate action.

Type Certificate: A document issued by a Contracting State to define the design of an aircraft type and to certify that this design meets the appropriate airworthiness requirements of that State. Visual Line-of-Sight Operation: VLOS Operation - An operation in which the remote crew maintains

direct visual contact with the aircraft to manage its flight and meet separation and collision avoidance responsibilities. Visual Meteorological Conditions: VMC - Meteorological conditions expressed in terms of visibility,

distance from cloud, and ceiling, equal to or better than specified minima.

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Concluding remarks 6The partners in the Peaks in the Delta Innovation project: National Aerospace Laboratory, NLR (lead), Aerialtronics, Delft Dynamics, Geo Infra, Infratec, and Delft University of Technology, have developed a concept Certification Specification for Light Unmanned Multi Rotor Systems (CS-LUMRS). The purpose

is to enable airworthiness certification of these systems so that less limited, urban / congested area operations can be performed. The specific characteristics, different from the helicopter configuration, requires a different set of requirements as compared to the Certification Specification for Light

Unmanned Rotorcraft Systems, which is generally considered to be too extensive for the Light Unmanned Multi Rotor Systems.

To prevent just another set of (draft) requirements derived from manned aviation, a set of technical requirements were developed using the bottom-up method, starting from a defined generic Multi Rotor System (MRS) representative for the systems currently in use. Based on the generic MRS a

System Safety Analysis was performed to find the weak points in MRS. Next to that a survey was set out amongst MRS Operators to find the most common weak points and causes of failure in MRS systems occurring in operational usage. Starting from the – already in use – technical assessment

requirements in The Netherlands for Class 1 (rural) operations, the AS-RPAS1, requirements were added based on the System Safety Analysis and the survey results. This preliminary set of requirements was checked against an overall set of requirements derived from worldwide available

(draft) requirements for light unmanned (rotorcraft) systems. This “sanity check” was meant to prevent gaps in the new set of requirements because possibly not all aspects that should be covered may have turned up in the performed analyses and survey. The resulting first draft of the CS-LUMRS

was used as starting point in project workshops to improve the draft requirements. Finally, the set of requirement have been compared to the CS-LURS to bring the structure, wording and numbering in line with EASA CS documents.

The aim was to establish requirements that are fully applicable for small multirotor systems below 150kg. The concept CS-LUMRS now contains 76 requirements.

The overall main purpose of the concept CS-LUMRS is to enable and ensure safe operation with small multirotor RPAS. The project partners hope that this concept CS-LUMRS will be used as starting point

by the authorities to establish the final requirements they will require for certification of Light Unmanned Multi Rotor Systems.

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