Introduction of UAS

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(EASA system) This images may not be used without written approval by Ir Johnny Yee

This images may not be used without written approval by Ir Johnny Yee

UST This images may not be used without written approval by Ir Johnny Yee
UAV – a classic drone
Drone components
 Difference between UAS & UAV

• UAV – A UAV is an Unmanned Aerial Vehicle. They are able to

fly remotely (such as with a controller or tablet) or
autonomously. So, a drone…right? Well, basically yes. The
two terms are often used interchangeably.

• UAS – A UAS (Unmanned Aircraft Systems) includes not only

the UAV (or drone), but also the person on the ground
controlling the flight and the system in place that connects
both of them/ command unit (CU). Basically, the UAV is a
component of the UAS, since it refers to only the
vehicle/aircraft itself.
EU Regulations 2019/947 and 2019/945

• Set out the framework for the safe operation of civil drones
in the European skies.
• They adopt a risk-based approach, and as such, do not
distinguish between leisure or commercial civil drone
activities.
• What they consider is the weight and the specifications of
the civil drone and the operation it is intended to conduct.
Three categories of civil drone operations (1):

• It defines three categories of civil drone operations: the

‘open’, the ‘specific’ and the ‘certified’ category.
The ‘open’ category is in turn subdivided in three sub-
categories – A1, A2, A3 -- which may be summarised as follows:
• A1: fly over people but not over assemblies of people
• A2: fly close to people
• A3: fly far from people
EASA- Open Cat. Classification system
Three categories of civil drone operations (2):

• The ‘specific’ category caters for riskier

operations not covered under the ‘open’
category.
• To operate in this category, you, as drone
operator, need an operational authorisation
from the National Aviation Authority where
they are registered, unless the operation is
covered by a Standard Scenario.
Three categories of civil drone operations (3):

• In the ‘certified’ category, the safety risk is

considerably high; therefore, the certification
of the drone operator and its drone, as well as
the licensing of the remote pilot(s), is always
required to ensure safety.

• The management of drone traffic will be

ensured through the U-space: a set of services
that will be deployed in airspace where heavy
urban areas traffic is expected.
 EASA Drone-strategy 2.0

• ‘Smart and Sustainable Mobility Strategy’- develop the

rules on drones and unmanned aircraft and guide the
regulatory and commercial environment

• look beyond safety and address issues that are technical,

legal or administrative obstacles to the development of a
thriving drone economy
 Definition of the term ‘command unit (CU)’

• Unless Subpart F of Part 21 is followed, the CU core layer is manufactured by an

approved production organisation in accordance with approved design data

• Unless Subpart F of Part 21 is followed, the CU core layer is manufactured by an

approved production organisation in accordance with approved design data. The
CU or CU core-layer components are delivered to the UA operator with a
conformity statement (EASA Form 1) and need to be installed in accordance with
the applicable installation instructions.
Certification procedures of Part 21 (1)
• included in the type design
• the command unit, can optionally be issued a dedicated type certificate and, in
this case
• Part 21 are related to the introduction of the concept of ‘command unit’ and
‘command unit components’,
• An unmanned aircraft falls within the definition of ‘aircraft’, therefore, the same
certification procedures apply as for manned aircraft.
• the airworthiness of unmanned aircraft is certified through the issuance of a
certificate of airworthiness (CofA) based on a type certificate (TC).
Certification procedures of Part 21 (2)
• An application for a type-certificate or restricted type-certificate shall
include, as a minimum, preliminary descriptive data of the product and
command unit, the intended use of the product and the kind of operations
for which certification is requested.
• In addition, it shall include, or be supplemented after the initial application
by, a certification programme for the demonstration of compliance in
accordance with point 21.A.20, consisting of:
• 1. a detailed description of the type design, including all the configurations
to be certified;
• 2. the proposed operating characteristics and limitations;
• 3. the intended use of the product and the kind of operations for which
certification is requested;
Airworthiness Directives (ADs)
• UA shall be subject to points 21.A.3A and 21.A.3B. The holder of
a UA TC, a CU TC or a ETSOA for CU components shall establish a
system for collecting, investigating and analysing occurrences
reported by operators.
• When a failure, malfunction, defect or other occurrence
provides evidence that the operation of an UA requires action to
restore safety to an acceptable level, an AD shall be issued for
the UA, CU or CU component to correct the unsafe condition.
• EASA proposes to include all aspects of UAS continuing
airworthiness (maintenance and continuing airworthiness
management) in such new DA, which will facilitate the
establishment of compliance with the applicable requirements
by the regulated entities.
 Air operator certification

• Before starting air operations, the operator of a UAS / VTOL-capable aircraft used
for commercial or non-commercial operations shall undergo a certification
procedure and shall receive an air operator certificate (AOC).

• The certification requirements and process are the same as those available for
operators of aeroplanes and helicopters under Annex II (Part-ARO) and Annex III
(Part-ORO) to Commission Regulation (EU) No 965/2012.
Questions ?