Certification Specification - Light

Unmanned Multi Rotor Systems

(CS-LUMRS)
Concept certification requirements

NLR
PID UAS Innovation Project
D el ive rab le : D 2.2
N LR -TR -20 14 -54 9

PID UAS Innovation Project – Multi-Rotor System Requirements

Pieken in de Delta UAS Innovation Project
Care off:
National Aerospace Laboratory
Attention of J.F. Boer (AVHA)
Anthony Fokkerweg 2
1059 CM Amsterdam
The Netherlands
Tel +31 88 511 3635
uas-operations@nlr.nl
 PID UAS Innovation Project

Certification Specification - Light

Unmanned Multi Rotor Systems
(CS-LUMRS)
Concept certification requirements

J.F. Boer, M.W. Beenhakker, M. Joosse, M.C. Roelofsz,

1 2 3
T.E. van Langeveld , B. Langendoen and J.A. de Jong
1
Ae ria lt ron i c s
2
De l ft Dy n a mi c s
3
G eo I n f ra

Customer
NL Agency
December 2014

© No part of this report may be reproduced and/or disclosed, in any form by any means without prior written permission of the consortium
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 Certification 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 Definitions 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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1 Introduction
1.1 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 Netherlands 1, 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 prerequisites 2 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 Applicability
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 stated 3.

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.

3The 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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2 Development method
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 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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3 Cer tification process
In 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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4 Concept CS-LUMRS
This 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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5 CS-LUMRS Definitions
Definitions 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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6 Concluding remarks
The 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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www.rpascenter.nl