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Standard Practice for Ensuring Dependability of Software Used in Unmanned Aircraft Systems (UAS)
1.1 This standard practice intends to ensure the dependability of software that is part of an unmanned aircraft (UA) and its associated elements, which together comprise an unmanned aircraft system (UAS). Dependability includes both the safety and security aspects of the software.
1.1.1 This standard practice may be used by any entity that is responsible for the design of a UA or an associated element. However, the practice is intended to apply only within the bounds of requirements and interfaces for which the manufacturer is responsible.
1.1.2 Some software that is used within an integrated system may be externally developed software (EDS) from the standpoint of the UAS manufacturer, but internally developed software (IDS) from the standpoint of the manufacturer of the associated element. The assurance of such software is the responsibility of the manufacturer of the associated element. The assurance of the integration of the UA and an associated element is outside of the scope of this standard practice.
1.2 This practice will focus on the following areas: (a) Organizational controls (for example, management, training) in place during software development. (b) Use of the software in the system, including its architecture and contribution to overall system safety and security. (c) Metrics and design analysis related to assessing the code. (d) Techniques and tools related to code review. (e) Quality assurance. (f) Testing of the software.
1.3 There is interest from industry and some parts of the CAAs to pursue an alternate means of compliance for software assurance for UAS.
1.4 This practice is intended to support VLOS and BVLOS UAS operations, typically below 400 ft above ground level (for example, EASA Specific Category up to SAIL III, or FAA Part 108 (RIN 2120-AL82)) with a maximum gross takeoff weight no greater than 1320 lb. It is assumed that the risk associated with UAS software will vary based on the concept of operations, environment, and other variables. The fact that there are no souls onboard the UAS may reduce or eliminate some hazards and risks. However, at the discretion of the CAA, this practice may be applied to other UAS operations.
1.5 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.
1.6 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.
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