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4.1 Mechanical drive systems operability and long-term integrity are concerns that should be addressed primarily during the design phase; however, problems identified during fabrication and testing should be resolved and the changes in the design documented. Equipment operability and integrity can be compromised during handling and installation sequences. For this reason, the subject equipment should be handled and installed under closely controlled and supervised conditions.4.2 This standard is intended as a supplement to other standards, and to federal and state regulations, codes, and criteria applicable to the design of equipment intended for this use.4.3 This standard is intended to be generic and to apply to a wide range of types and configurations of mechanical drive systems.1.1 Intent: 1.1.1 The intent of this standard is to provide general guidelines for the design, selection, quality assurance, installation, operation, and maintenance of mechanical drive systems used in remote hot cell environments. The term mechanical drive systems used herein, encompasses all individual components used for imparting motion to equipment systems, subsystems, assemblies, and other components. It also includes complete positioning systems and individual units that provide motive power and any position indicators necessary to monitor the motion.1.2 Applicability: 1.2.1 This standard is intended to be applicable to equipment used under one or more of the following conditions:1.2.1.1 The materials handled or processed constitute a significant radiation hazard to man or to the environment.1.2.1.2 The equipment will generally be used over a long-term life cycle (for example, in excess of two years), but equipment intended for use over a shorter life cycle is not excluded.1.2.1.3 The equipment can neither be accessed directly for purposes of operation or maintenance, nor can the equipment be viewed directly, for example, without radiation shielding windows, periscopes, or a video monitoring system (Guides C1572 and C1661).1.2.2 The values stated in either SI units or inch-pound units are to be regarded separately as standard. The values stated in each system may not be exact equivalents; therefore, each system shall be used independently of the other. Combining values from the two systems may result in non-conformance with the standard.1.3 User Caveats: 1.3.1 This standard is not a substitute for applied engineering skills, proven practices and experience. Its purpose is to provide guidance.1.3.1.1 The guidance set forth in this standard relating to design of equipment is intended only to alert designers and engineers to those features, conditions, and procedures that have been found necessary or highly desirable to the design, selection, operation and maintenance of mechanical drive systems for the subject service conditions.1.3.1.2 The guidance set forth results from discoveries of conditions, practices, features, or lack of features that were found to be sources of operational or maintenance problems, or causes of failure.1.3.2 This standard does not supersede federal or state regulations, or both, and codes applicable to equipment under any conditions.1.3.3 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.1.4 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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1.1 This specification covers the performance requirements for remote identification (Remote ID) of unmanned aircraft systems (UAS). Remote ID allows governmental and civil identification of UAS for safety, security, and compliance purposes. The objective is to increase UAS remote pilot accountability by removing anonymity while preserving operational privacy for remote pilots, businesses, and their customers. Remote ID is an enabler of enhanced operations such as beyond visual line of sight (BVLOS) operations as well as operations over people.1.2 This specification defines message formats, transmission methods, and minimum performance standards for two forms of Remote ID: broadcast and network. Broadcast Remote ID is based on the transmission of radio signals directly from a UAS to receivers in the UAS’s vicinity. Network Remote ID is based on communication by means of the internet from a network Remote ID service provider (Net-RID SP) that interfaces directly or indirectly with the UAS, or with other sources in the case of intent-based network participants.1.3 This specification addresses the communications and test requirements of broadcast or network Remote ID, or both, in UAS and Net-RID SP systems.1.4 Applicability: 1.4.1 This specification is applicable to UAS that operate at very low level (VLL) airspace over diverse environments including but not limited to rural, urban, networked, network degraded, and network denied environments, regardless of airspace class.1.4.2 This specification neither purports to address UAS operating with approval to use ADS-B or secondary surveillance radar transponders, nor does it purport to solve ID needs of UAS for all operations.1.4.3 In particular, this specification does not purport to address identification needs for UAS that are not participating in Remote ID or operators that purposefully circumvent Remote ID.1.5 The values stated in SI units are to be regarded as standard. The values given in parentheses after SI units are provided for information only and are not considered standard.1.5.1 Units of measurement included in this specification:  m meters  deg, ° degrees of latitude and longitude, compass direction  s seconds  Hz Hertz (frequency)  dBm decibel-milliwatts (radio frequency power)  ppm parts per million (radio frequency variation)  μs microseconds  ms milliseconds1.6 Table of Contents: Title Section 1Referenced Documents 2Terminology 3Remote ID and Network Interoperability Conceptual Overview 4Performance Requirements 5TEST METHODS   6Significance and Use 7Hazards 8Test Units 9Procedure 10Precision and Bias 11Product Marking 12Packaging and Package Marking 13Keywords 14ANNEX A1—Broadcast Authentication Verifier Service Annex A1ANNEX A2—Network Remote ID Interoperability Requirements, APIs, and Testing Annex A2ANNEX A3—Tables of Values Annex A3ANNEX A4—USS-DSS and USS-USS OpenAPI YAML Description Annex A4ANNEX A5—Number Registrar Management Policy Annex A5APPENDIX X1—Performance Characteristics Appendix X1APPENDIX X2—List of Subcommittee Participants and Contributors Appendix X2APPENDIX X3—Background Information Appendix X31.7 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. Some specific hazards statements are given in Section 8 on Hazards.1.8 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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1 Scope This part of IEC 60950 applies to information technology equipment intended to supply and receive operating power via a TELECOMMUNICATION NETWORK, where the voltage exceeds the limits for TNV CIRCUITS.

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Unmanned aircraft present unique challenges for applicants and examiners. Unlike manned aircraft, in which, regardless of the size and complexity of the aircraft, there are still basic similarities in concepts and operations, unmanned aircraft are varied in both flight capability and pilot interaction. Many aspects of unmanned aircraft operations are automated, and the pilots may not have the same information available to them (that is, pitch and bank) that pilots flying manned aircraft have available to them. This will create a situation in which some unmanned aircraft systems (UAS) will not be capable of meeting all the requirements of this practice or will not require the same skill sets that manned aircraft require.The examiner will have to decide which tasks the applicant's UAS will be capable of completing and test those tasks. As required, the examiner will note any limitations as a result of the UAS being incapable of performing a task on the applicant's certificate per 14 CFR 61.45(b)(2). If the applicant desires to have a certificate with no restrictions or limitations, he/she will need to use a UAS that is capable of completing all the tasks in this practice.Information considered directive in nature is described in this practice by the use of “shall” and “must” indicating the actions are mandatory. Guidance information is described in terms such as “should” and “may” indicating the actions are desirable or permissive but not mandatory. A list of acronyms is in Section 3.This practice includes the areas of operation and tasks that will demonstrate the pilot's ability to fly the unmanned aircraft safely and proficiently.1.1 This practice defines the knowledge, skills, and abilities required of unmanned aircraft pilots to be able to fly unmanned aircraft—single-engine land (SEL) in the national airspace system safely and for hire.1.2 The commercial unmanned aircraft systems (UAS) pilot practical test standards (PTS)-unmanned aircraft include the areas of operation and tasks that will demonstrate the pilot's ability to fly the unmanned aircraft safely and proficiently.1.3 This practice does not apply to pilots who will fly mini/small unmanned aerial vehicles (UAVs) for hire within visual range of the pilot, mini/small UAVs being those UAVs listed as lightly regulated.1.4 This practice provides a PTS intended to meet the Civil Aviation Authority’s (CAA) requirements for issuing commercial UAS pilot authorizations.1.5 The values given in inch-pound units are to be regarded as the standard. The values in parentheses are for information only.1.6 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 and health practices and determine the applicability of regulatory limitations prior to use.

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This part of ISO/IEC 18028 provides guidance for securely using remote access # a method to remotely connect a computer either to another computer or to a network using public networks and its implication for IT security.

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5.1 The purpose of RFT is to evaluate the condition of the tubing. The evaluation results may be used to assess the likelihood of tube failure during service, a task which is not covered by this practice.5.2 Principle of Probe Operation—In a basic RFT probe, the electromagnetic field emitted by an exciter travels outwards through the tube wall, axially along the outside of tube, and back through the tube wall to a detector3 (Fig. 2a).FIG. 2 RFT ProbesNOTE 1: Arrows indicate flow of electromagnetic energy from exciter to detector. Energy flow is perpendicular to lines of magnetic flux.5.2.1 Flaw indications are created when (1) in thin-walled areas, the field arrives at the detector with less attenuation and less time delay, (2) discontinuities interrupt the lines of magnetic flux, which are aligned mainly axially, or (3) discontinuities interrupt the eddy currents, which flow mainly circumferentially. A discontinuity at any point on the through-transmission path can create a perturbation; thus RFT has approximately equal sensitivity to flaws on the inner and outer walls of the tube.35.3 Warning Against Errors in Interpretation.Characterizing flaws by RFT may involve measuring changes from nominal (or baseline), especially for absolute coil data. The choice of a nominal value is important and often requires judgment. Practitioners should exercise care to use for nominal reference a section of tube that is free of damage (see definition of “nominal tube” in 3.2.3). In particular, bends used as nominal reference must be free of damage, and tube support plates used as nominal reference should be free of metal loss in the plate and in adjacent tube material. If necessary, a complementary technique (as described in 11.12) may be used to verify the condition of areas used as nominal reference.5.4 Probe Configuration—The detector is typically placed two to three tube diameters from the exciter, in a location where the remote field dominates the direct-coupling field.3 Other probe configurations or designs may be used to optimize flaw detection, as described in 9.3.5.5 Comparison with Conventional Eddy-Current Testing—Conventional eddy-current test coils are typically configured to sense the field from the tube wall in the immediate vicinity of the emitting element, whereas RFT probes are typically designed to detect changes in the remote field.1.1 This practice describes procedures to be followed during remote field examination of installed ferromagnetic heat-exchanger tubing for baseline and service-induced discontinuities.1.2 This practice is intended for use on ferromagnetic tubes with outside diameters from 0.500 to 2.000 in. [12.70 to 50.80 mm], with wall thicknesses in the range from 0.028 to 0.134 in. [0.71 to 3.40 mm].1.3 This practice does not establish tube acceptance criteria; the tube acceptance criteria must be specified by the using parties.1.4 Units—The values stated in either SI units or inch-pound units are to be regarded separately as standard. The values stated in each system are not necessarily exact equivalents; therefore, to ensure conformance with the standard, each system shall be used independently of the other, and values from the two systems shall not be combined.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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3.1 The general approach to this practice is to serve as an “overlay” of requirements to the ASTM F3411-22a Standard Specification for Remote ID and Tracking by identifying mandatory portions, substituting values as needed, overriding items that may be optional, and providing additional requirements that are beyond the scope of Specification F3411, yet are necessary to provide proper guidance to meet the requirements set forth in Part 89.3.2 Furthermore, this practice provides additional details on minimal testing requirements for those submitting a DOC based on this MOC.1.1 This practice provides a Means of Compliance (MOC) that gives sufficient clarity to the Unmanned Aircraft System (UAS) or Broadcast Module manufacturers to produce a compliant Remote ID (RID) System (RIDS) such that submitting a Declaration of Compliance2 (DOC) to this MOC will satisfy the requirements of the Federal Aviation Administration (FAA) 14 CFR Part 89 (Part 89) rule.3 This practice also explains what to expect from aircraft operating in compliance to this MOC.1.2 The FAA provided three options to comply with the Remote ID regulations: Standard Remote ID UAS, Remote ID Broadcast Modules, and FAA-recognized identification areas (FRIAs). The scope of this MOC is to cover both Standard RID and RID Broadcast Modules.1.3 The FRIA portion of the rule is out of scope since it provides a means to avoid the technical RID requirements by operating within administrative boundaries.1.4 Both SI and non-SI units are used in this document. Since this is an aviation standard and it addresses FAA rules, some units are used in preference of being consistent with industry and regulatory norms.1.5 Table of Contents:Title Section 1Referenced Documents 2 3Subset of Options in the F3411 Specification Considered 4Requirements and Exceptions from the F3411 Specification 5Alternative Applications of Specification F3411 to Meet Part 89    Requirements 6MOC Requirements Not Covered by the Practice 7Test Methods 8Precision and Bias 9Satisfaction of Rule Requirements 10Keywords 11ANNEX A1—Simulation Option for Accuracy Testing Annex A1APPENDIX X1—External Device for GCS Location Source Rationale Appendix X1APPENDIX X2—Power Level Rationale Appendix X21.6 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.1.7 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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2.1 The contributions that an effective remote sensing system can make are:2.1.1 Provide a strategic picture of the overall spill,2.1.2 Assist in detection of slicks when they are not visible by persons operating at, or near, the water's surface or at night,2.1.3 Provide location of slicks containing the most oil,2.1.4 Provide input for the operational deployment of equipment,2.1.5 Extend the hours of clean-up operations to include darkness and poor visibility,2.1.6 Identify oceanographic and geographic features toward which the oil may migrate,2.1.7 Locate unreported oil-on-water,2.1.8 Collect evidence linking oil-on-water to its source,2.1.9 Help reduce the time and effort for long range planning,2.1.10 A log, or time history, of the spill can be compiled from successive data runs, and2.1.11 A source of initial input for predictive models and for “truthing” or updating them over time.1.1 This guide provides information and criteria for selection of remote sensing systems for the detection and monitoring of oil on water.1.2 This guide applies to the remote sensing of oil-on-water involving a variety of sensing devices used alone or in combination. The sensors may be mounted on vessels, in helicopters, fixed-wing aircraft, unmanned aerial vehicles (UAVs), drones, or aerostats. Excluded are situations where the aircraft are used solely as a telemetry or visual observation platform and exo-atmosphere or satellite systems.1.3 The context of sensor use is addressed to the extent it has a bearing on their selection and utility for certain missions or objectives.1.4 This guide is generally applicable for all types of crude oils and most petroleum products, under a variety of marine or fresh water situations.1.5 Many sensors exhibit limitations with respect to discriminating the target substances under certain states of weathering, lighting, wind and sea, or in certain settings.1.6 This guide gives information for evaluating the capability of a remote surveillance technology to locate, determine the areal extent, as well as measure or approximate characteristics of oil spilled upon water.1.7 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.1.8 Remote sensing of oil-on-water involves a number of safety issues associated with the modification of aircraft and their operation, particularly at low altitudes. Also, in some instances, hazardous materials or conditions (for example, certain gases, high voltages, etc.) can be involved. 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.1.9 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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4.1 The purpose of this guide is to provide a standardized means of facilitating Remote Pilot training. The guide should be used by all individuals and agencies that train such persons.4.2 Successful completion of this training course neither constitutes nor implies certification or licensure from the CAA.4.3 This guide is intended to provide guidance to:4.3.1 Individuals, who are currently manned pilots (that is, FAA Part 61 or EASA FCL certificate holders), interested in pursuing academic programs and professional opportunities as a remote pilot,4.3.2 Individuals, who are currently remote pilots (that is, FAA under Part 107, CASA RePL under Part 101) who want to voluntarily comply with a higher standard, and4.3.3 Public agencies that self-certify remote pilots interested in developing unmanned aircraft systems programs.4.4 This guide describes required education, training, and continuing professional development for those performing as professional remote pilot. Remote Pilot courses that do not include all of the knowledge and skill objectives of this guide may not be referred to as meeting this guide.1.1 This guide is intended for two distinct readers: educators who wish to develop curricula and training courses and individual pilots wishing to raise their knowledge level for particular flight operations. The guide describes the knowledge, skills, and abilities required to safely operate unmanned aircraft for commercial purposes. A Civil Aviation Authority (CAA) may, at their discretion, use this guide to aid the development of existing or future regulations. This guide addresses powered fixed-wing, vertical-take-off and lift and rotorcraft UAS and not other potential unmanned aircraft categories (for example, glider, lighter-than-air, etc.). This guide has been purposefully designed within the broader context of the ASTM F38 library. Although the original source materials for the content presented here were intended to function as standalone documents, the committee has consciously removed any redundant information in favor of adopting a referential “single-source-of-truth” approach. Consequently, when applying this standard, it is essential to consider and integrate all relevant ASTM F38 standards to ensure its comprehensive and accurate implementation.1.2 When intending to utilize the information provided in this guide as a means of compliance for operational and/or design approval, it is crucial to consult with the respective oversight authority (for example, CAA) regarding its acceptable use and application. To find out which oversight authorities have accepted this standard (in whole or in part) as an acceptable means of compliance to their regulatory requirements (hereinafter “the Rules”), please refer to the ASTM F38 webpage (www.ASTM.org/COMMITTEE/F38.htm).1.3 An unmanned aircraft system (UAS) is composed of the unmanned aircraft and all required on-board subsystems, payloads, control station, other required off-board subsystems, any required launch and recovery equipment, all required crew members, and command and control (C2) links between UA and the control station.1.4 This guide provides fundamental general knowledge, task performance and knowledge, and activities and functions for remote pilots of lightweight UAS (but not necessarily limited to UAs under 55 lb Gross Take Off Weight) or for certain CAA operational approvals using risk-based categories. Flight operations outside the scope of this guide require additional knowledge, experience, and training.1.5 This guide can be used to evaluate a training course outline and syllabus to determine when its content includes the topics necessary for training individuals to be proficient and competent remote pilot personnel. Likewise, this guide may be used to evaluate an existing training program to see when it meets the requirements in this guide.1.6 A person meeting the requirements of this guide does not necessarily possess adequate knowledge, experience, and training to make specific mission-critical decisions safely. This guide merely describes recommended topics and does not provide specific mission training.1.7 It is not the intent of this guide to require that a training course track the sequence or exact scope of the topics presented. However, the knowledge and skill objectives that are part of the training course should be included in any training course outline and syllabus to be used to train remote pilots. Furthermore, it is not the intent of this guide to limit the addition of knowledge and skill objectives required by local conditions or any governmental body.1.8 The knowledge, skills, and abilities described in the following sections are not intended to be a rigid training sequence and should be adjusted by the appropriate CAA for specific scope and context.1.9 This guide does not stand alone and must be used with other CAA/ASTM standards to identify the knowledge, skills, and abilities needed for remote pilots to operate safely and effectively.1.10 Where proficiency in a skill or ability need be demonstrated, unless stated otherwise they shall be demonstrated for initial qualification, and as frequently as required by CAA.1.11 The values stated in inch-pound units are to be regarded as standard. The values given in parentheses are mathematical conversions to SI units that are provided for information only and are not considered standard.1.12 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.1.13 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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5.1 This test method is part of an overall suite of related test methods that provide repeatable measures of robotic system maneuvering and remote operator proficiency. The align ground contacts with parallel rails test challenges robotic system locomotion, operator control, effective camera positioning, chassis shape variability (if available), and remote situational awareness by the operator. As such, the align ground contacts with parallel rails test can be used to represent situations where hazards must be avoided by the robot (for example, debris, puddles) surrounding a path in the environment, highlighting situational awareness demands on the operator while controlling the robot.5.2 The scale of the apparatus can vary to provide different constraints representative of typical intended deployment environments. For example, the three configurations can be representative of repeatable complexity for unobstructed environments (open configuration), relatively open parking lots with spaces between cars (rectangular confinement configuration), or within bus, train, or plane aisles, or dwellings with hallways and doorways (square confinement configuration).5.3 The test apparatuses are low cost and easy to fabricate so they can be widely replicated. The procedure is also simple to conduct. This eases comparisons across various testing locations and dates to determine best-in-class systems and operators.5.4 Evaluation—This test method can be used in a controlled environment to measure baseline capabilities. The parallel rails apparatus can also be embedded into operational training scenarios to measure degradation due to uncontrolled variables in lighting, weather, radio communications, GPS accuracy, etc.5.5 Procurement—This test method can be used to identify inherent capability trade-offs in systems, make informed purchasing decisions, and verify performance during acceptance testing. This aligns requirement specifications and user expectations with existing capability limits.5.6 Training—This test method can be used to focus operator training as a repeatable practice task or as an embedded task within training scenarios. The resulting measures of remote operator proficiency enable tracking of perishable skills over time, along with comparisons of performance across squads, regions, or national averages.5.7 Innovation—This test method can be used to inspire technical innovation, demonstrate break-through capabilities, and measure the reliability of systems performing specific tasks within an overall mission sequence. Combining or sequencing multiple test methods can guide manufacturers toward implementing the combinations of capabilities necessary to perform essential mission tasks.1.1 This test method is intended for remotely operated ground robots operating in complex, unstructured, and often hazardous environments. It specifies the apparatuses, procedures, and performance metrics necessary to measure the capability of a robot to align its ground contacts while maneuvering across parallel rails. This test method is one of several related maneuvering tests that can be used to evaluate overall system capabilities.1.2 The robotic system includes a remote operator in control of most functionality, so an onboard camera and remote operator display are typically required. This test method can be used to evaluate assistive or autonomous behaviors intended to improve the effectiveness or efficiency of remotely operated systems.1.3 Different user communities can set their own thresholds of acceptable performance within this test method for various mission requirements.1.4 Performing Location—This test method may be performed anywhere the specified apparatuses and environmental conditions can be implemented.1.5 Units—The International System of Units (a.k.a. SI Units) and U.S. Customary Units (a.k.a. Imperial Units) are used throughout this document. They are not mathematical conversions. Rather, they are approximate equivalents in each system of units to enable use of readily available materials in different countries. The differences between the stated dimensions in each system of units are insignificant for the purposes of comparing test method results, so each system of units is separately considered standard within this test method.1.6 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.1.7 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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