airworthiness and operational notice nr. 67 for...

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Airworthiness and Operational Notice Nr. 67for Unmanned Aircraft up to 150kg

ACG- Aviation AgencyVienna, February 3 2014

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Amendment of the Austrian Aviation Act per 1.1.2014

ACG Luftfahrtagentur

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Airworthiness and Operational Notice in regard to §24h AAA 2014

Austro Control has to develop an airworthiness and operational notice

Type and scope of requirements in regard to airworthiness Type and scope of requirements in regard to operations Announcement in aeronautical manner Content of the Airworthiness and Operational Notice Nr. 67:

– Class 1 unmanned aircraft (UA)– Class 2 unmanned aircraft

Currently ACG is the competent authority for class 1 and class 2 unmanned aircrft


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Categorisation of unmanned Aircraft

Introduction of a categorisation– Specific Requirements depending on the type of

operation– The area of operation determines necessary equipment

and operative requirements– Provision for risk potential derivating from the

operational mass of the UA– Protection of non-involved persons (concerts, sporting

events, ...) and the environment


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Arrangement of Unmanned Aircraft in Categories

Introduction of 4 categories based on:

– Weight; range is narrow, but allows different designs of unmanned aircraft

– Area of Operation; taking environment into account brings flexibility

Fig.1: Qods Mohajer-4 (120 kg) Fig.2: DJI F330 Flamewheel (2,40 kg)

Fig.4: Village CenterACG Luftfahrtagentur

Fig.3: Charlet (settled)

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Categorisation of Unmanned Aircraft

An evaluation scheme is established that contemplates the mass of the unmanned aircraft, environmental conditions as well as the building- and the population density. The requirements to the UA result from the highlighted scheme and depend on the previously mentioned factors.

The operation of unmanned aircraft in areas in which a strong environmental impact can be expected in the case of a crash (e.g.: pollution of agriculturally used fields or groundwater, danger of a wildfire, …) is only permitted if the constraints issued by the competent authority are complied with.


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Categorisation of Unmanned Aircraft according to Operational Mass

Destinction based on the operational mass:– up to and including 5kg

comparable to light model airplanes– up to and including 25kg

comparable to light model airplanes– exceeding 25 kg and up to 150 kg

comparable to heavy model airplanes

≤ 79 J

150 kg25 kg


5 kg

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A distinction into 4 areas of operation based on the population density and the building density of the area over which the unmanned aircraft shall be operated is introduced.

Whenever the environment in which the UA is operated corresponds to more than one area of operation (AOO) , the superior AOO is determining the airworthiness and operational requirements.


Categorisation of Unmanned Aircraft according to the Area of Operation

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Area of Operation I – Undeveloped Area The unmanned aircraft is solely operated in undeveloped

areas. An undeveloped area is an area in which no building or similar are erected.

Only the pilot and personnel that is essential for the execution of the flight are permitted in this area. The abidance of any other additional persons or pedestrians is prohibited.



Fig.5: Example for an undeveloped area (AOO I)

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Area of Operation II – Unsettled Area The unmanned aircraft is solely operated in unsettled

areas, in which at most only secondary buildings (e.g.: entrepots, garners, barns) or buildings in which no habitable space is existent any longer due to damage or collapse are featured.

Only the pilot, personnel that is essential for the execution of the flight and pedestrians that are just temporarily for a short time in the area of operation (hikers, cyclists,...) are permitted in this area.



Fig.6: Example for an unsettled area (AOO II)

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Area of Operation III – Settled Area The unmanned aircraft is operated in settled areas, in which

primary buildings (e.g.: dwellings, schools, stores, offices) that are substantially used as housing-, trade- or leisure areas are featured.

The operation is limited to areas that are not categorised as AOO IV because of a high density of pedestrians



Fig.7: Example for a settled area (AOO III)

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Area of Operation IV – Densly Populated Area/ Gathering of People

The unmanned aircraft is operated in spatially closed urbanization zones (comparable to the inner city of a typical market town or district capital).

A gathering of people is an accumulation of persons on a small space that can be observed for example at sporting events, concerts, festivals, weddings, company parties, demonstrations etc.



Fig.8: Example for a densly populated area (AOO IV)

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With this table the relevant airworthiness and operational requirements can be determined for every unmanned aircraft


Categorisation of Unmanned Aircraft

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Category A Unmanned Aircraft

Category A unmanned aircraft do not have to comply with special airworthiness requirements. The used components (e.g.: servo, receiver, flight stabilization systems, accumulators, engines) must be state of the art. Only parts, components and systems that are field-tested and operationally reliable must be used.

A non-complex manual control is sufficient. The control has to be state of the art and needs to fulfil all technical requirements (approved frequency band, maximum transmitting power, …) in place.

The unmanned aircraft needs to be unmistakably identifiable and assignable. In order to comply with this requirement a data placard has to be attached to the aircraft.

A pre-flight check has to be conducted by the operator and/or the pilot prior to the flight in order to ensure a flawless condition of the aircraft.

The unmanned aircraft has to be operated within the specified operating limits (e.g.: mass, wind, rain, temperature, visibility, day/night)

The unmanned Aircraft must comply with the Noise requirements of Annex N.


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Category A Unmanned Aircraft

The operator has to hold a valid insurance according to § 164 AON and needs to submit a copy of the insurance certificate to the competent authority.

The operator has to comply with the incident and accident reporting system in regard to § 136 AON.

The operator has to keep records of at least the date, the time, the duration, the name of the pilot, the venue of the flight

The minimum age of the pilot is 16 years. The pilot has to obey the operating instructions. The holder of the operating approval (owner) has to ensure the

qualification of the appointed pilot(s).


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Category B Unmanned Aircraft Category B unmanned aircraft with a maximum operating mass above 25kg a

permission for model aircraft with a maximum operating mass above 25kg has to be obtained.

For unmanned aircraft of the category B with a maximum operating mass of or below 25kg the airworthiness requirements of model airplanes are in force as applicable. The verification of compliance with the requirements has to be conducted by the operator itself. The authority reserves the right to review the test and compliance showing documents and to physically inspect the aircraft.

A detailed Failure Mode and Effect Analysis according to Annex F must be provided.

A non-complex control with stabilization is essential. The control has to be state of the art and needs to fulfil all technical requirements (approved frequency band, maximum transmitting power, …) in place.




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Category B Unmanned Aircraft


The unmanned aircraft has to be operated within the specified operating limits (e.g.: mass, wind, rain, temperature, visibility, day/night)




The minimum age of the pilot is 16 years. The pilot has to obey the operating instructions. The/ Every pilot has to declare her or his qualification in regard to being

able to control the unmanned aircraft as well as her or his physical fitness. This written declaration has to be submitted during the course of filing the application.

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Category C Unmanned Aircraft

The technical and operational requirements in regard to category C unmanned aircraft will be defined according to the configuration on a case-by-case basis by the competent authority.


Maintenance must be eststablished through Maintenance checklists to ensure the continued airworthiness of the unmanned Aircraft. This records must be kept by the operator for at least 2 years.

A complex control with stabilization and navigation is essential. The control has to be state of the art and needs to fulfil all technical requirements (approved frequency band, maximum transmitting power, …) in place.




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Category C Unmanned Aircraft





The minimum age of the pilot is 16 years. The pilot has to obey the operating instructions. An obligatory knowledge in regard to air law has to be shown either through

by holding an pilot license (except for parachute, hang- or paragliding license) or by a successfully passed ACG examination (selected questions of the subject air law) on the structure of the airspace.

A medical certificate stating the fitness to fly (Medical Class I or II) or fitness to drive cars that is not older than 5 years has to be submitted.

The skills of the pilot to control the unmanned aircraft has to be substantiated regarding to the intended use of the aircraft

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Category D Unmanned Aircraft


The technical and operational requirements in regard to category D unmanned aircraft will be defined according to the configuration on a case-by-case basis by the competent authority.


Maintenance must be eststablished through Maintenance checklists to ensure the continued airworthiness of the unmanned Aircraft. This records must be kept by the operator for at least 2 years.



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Category D Unmanned Aircraft





The minimum age of the pilot is 16 years. The pilot has to obey the operating instructions. An obligatory knowledge in regard to air law has to be shown either through

by holding an pilot license (except for parachute, hang- or paragliding license) or by a successfully passed ACG examination (selected questions of the subject air law) on the structure of the airspace.

A medical certificate stating the fitness to fly (Medical Class I or II) or fitness to drive cars that is not older than 5 years has to be submitted.

The skills of the pilot to control the unmanned aircraft has to be substantiated regarding to the intended use of the aircraft

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Further Authorisations and Ascertainment

The operating approval is solely the authorisation of operation by the aviation authority in regard to the Austrian Aviation Act.

Other legal provisions (e.g.: telecommunication law, permission for the operation in obstacle clearance areas, permission of the landowner, trade law regulations, data-, nature-, environmental protection act) might be applicable.


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First experience with approvals

Hereby some examples for critical blocks of a comerciallyavailable control unit of a multicopter

This control unit can be used on different copters, if the enginesand the engine controllers are compatible with manufacturersspecifications.

z.B: Supported ESC output 400Hz refresh frequency.

The operator must ensure the compatibility and demonstrate itto the authority.

Dependent on system and manufacturer, different architecturesare possible, and this bust be taken into account for the FMEA.


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Parts of Annex F:The single failure tolerance principle must be applied and must be

demonstrated to the authority (single failure tolerant system). The technical principle must be of a manner, that critical systems must

be doubled, and in case of failure the redundant system overtakes automatically / manually, or an emergency function or an respective manual control overtakes and compensate the failure.

Dependent on category the necessary compliance must be shown to the authoritay by analysis and tests.

All failure cases must be demonstrated to the authority by tests, theoretical analysis is not sufficient.


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First experience with approvals FMEA: typical Multicopter


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First experience with approvals The failure of a single system must not lead to a crash:

If there are more than 4 engines available, almost all systemshave a fly home capability for loss of engine/controller/propeller.


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In case of GPS failure, most systems can be flown manually ifthe distance to the pilot is not too far.


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The flight controller is a critical element. In case of failure thecopter crashes..


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First experience with approvals The failure of a single system must not lead to a crash :

The IMU is a critical element. In case of failure the coptercrashes.


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First experience with approvals The failure of a single system must not lead to a crash :

The PMU and the battery are critical elements. In case of failurethe copter crashes.

this critical elements must be redundant.


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Definition of limitations: The manufactuers set limits:Working environment temperature: -5 °C ~ 60 °CStorage environment temperature:<60°C

No storage in bright sunlight!

NOT water-proof or oil-proof.

No flight while raining!

Fly the aircraft in an open space without buildings or trees; otherwise it may have an effect on the GPS.

Operation with GPS are limited! In case of doubt the RPAS must be (flight) tested. And many more….



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Thank you for your attention!

Questions?


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