ASTM F3442/F3442M-23
(Specification)Standard Specification for Detect and Avoid System Performance Requirements
Standard Specification for Detect and Avoid System Performance Requirements
SCOPE
1.1 This specification applies to uncrewed aircraft (UA) with a maximum dimension (for example, wingspan, disc diameter) ≤25 ft, operating at airspeeds below 100 kts, and of any configuration or category. It is meant to be applied in a “lower risk” [low- and medium-risk airspace as described by Joint Authorities for Rulemaking on Unmanned Systems (JARUS)] airspace environment with assumed infrequent encounters with crewed aircraft; this is typically in classes G and E airspace [below about 1200 ft above ground level (AGL)], Class B, C, D (below approximately 400 ft to 500 ft AGL) below obstacle clearance surface (FAA Order 8260.3, as amended) or within low altitude authorization and notification capability (LAANC) designated areas below the altitude specified in the facility map.
1.1.1 Traffic encountered is expected to be mixed cooperative and non-cooperative traffic, instrument flight rules (IFR) and visual flight rules (VFR), and to mostly include low-altitude aircraft—including rotorcraft, small general aviation, crop dusters, ultralights, and light sport aircraft, but not transport category aircraft.
1.1.2 This includes, but is not limited to, airspace where nearly all aircraft are required2 to be cooperative (for example, within the Mode C veil in the United States).
1.2 Ultimate determination of applicability will be governed by the appropriate civil aviation authority (CAA).
1.3 This specification assumes no air traffic control (ATC) separation services are provided to the UA.
1.4 While some architectures may have limitations due to external conditions, this specification applies to daytime and nighttime, as well as visual meteorological conditions (VMC) and instrument meteorological conditions (IMC). The system integrator shall document system limitation (that is, due to operating environments and/or minimum altitudes at which the air picture is no longer valid).
1.5 This specification is applicable to the avoidance of crewed aircraft by uncrewed aircraft systems (UAS), not UA-to-UA or terrain/obstacle/airspace avoidance (both to be addressed in future efforts). Likewise, birds or natural hazard (for example, weather, clouds) avoidance requirements are not addressed.
1.6 This specification does not define a specific detect and avoid (DAA) architecture3 and is architecture agnostic. It will, however, define specific safety performance thresholds for a DAA system to meet in order to ensure safe operation.
1.7 This specification addresses the definitions and methods for demonstrating compliance to this specification, and the many considerations (for example, detection range, required timeline to meet well clear, and near mid-air collision (NMAC) safety targets) affecting DAA system integration.
1.8 The specification highlights how different aspects of the system are designed and interrelated, and how they affect the greater UAS system-of-systems to enable a developer to make informed decisions within the context of their specific UAS application(s).
1.9 It is expected this specification will be used by diverse contributors or actors including, but not limited to:
1.9.1 DAA system designers and integrators,
1.9.2 Sensor suppliers,
1.9.3 UA developers,
1.9.4 Control Station designers,
1.9.5 UAS service suppliers, and
1.9.6 Flight control designers.
1.10 Except for DAA system integrators for whom all the “shalls” in this specification apply, not all aspects of this specification are relevant to all actors/contributors. In some instances, the actor most likely to satisfy a requirement has been identified in brackets after the requirement; this is for informative purposes only and does not indicate that only that actor may fulfill that requirement. Where not specified, the system integrator/applicant is assumed to be the primary actor; in all cases, the system integrator/applicant is responsible for all requirements and may choose to delegate requirements as ...
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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.
Designation: F3442/F3442M − 23
Standard Specification for
1
Detect and Avoid System Performance Requirements
This standard is issued under the fixed designation F3442/F3442M; the number immediately following the designation indicates the year
of original adoption or, in the case of revision, the year of last revision. A number in parentheses indicates the year of last reapproval.
A superscript epsilon (´) indicates an editorial change since the last revision or reapproval.
1. Scope 1.5 This specification is applicable to the avoidance of
crewed aircraft by uncrewed aircraft systems (UAS), not
1.1 This specification applies to uncrewed aircraft (UA)
UA-to-UA or terrain/obstacle/airspace avoidance (both to be
with a maximum dimension (for example, wingspan, disc
addressed in future efforts). Likewise, birds or natural hazard
diameter) ≤25 ft, operating at airspeeds below 100 kts, and of
(for example, weather, clouds) avoidance requirements are not
any configuration or category. It is meant to be applied in a
addressed.
“lower risk” [low- and medium-risk airspace as described by
Joint Authorities for Rulemaking on Unmanned Systems 1.6 This specification does not define a specific detect and
3
(JARUS)] airspace environment with assumed infrequent en- avoid (DAA) architecture and is architecture agnostic. It will,
counters with crewed aircraft; this is typically in classes G and however, define specific safety performance thresholds for a
E airspace [below about 1200 ft above ground level (AGL)], DAA system to meet in order to ensure safe operation.
Class B, C, D (below approximately 400 ft to 500 ft AGL)
1.7 This specification addresses the definitions and methods
below obstacle clearance surface (FAA Order 8260.3, as
for demonstrating compliance to this specification, and the
amended) or within low altitude authorization and notification
many considerations (for example, detection range, required
capability (LAANC) designated areas below the altitude speci-
timeline to meet well clear, and near mid-air collision (NMAC)
fied in the facility map.
safety targets) affecting DAA system integration.
1.1.1 Traffic encountered is expected to be mixed coopera-
1.8 The specification highlights how different aspects of the
tive and non-cooperative traffic, instrument flight rules (IFR)
system are designed and interrelated, and how they affect the
and visual flight rules (VFR), and to mostly include low-
greater UAS system-of-systems to enable a developer to make
altitude aircraft—including rotorcraft, small general aviation,
informed decisions within the context of their specific UAS
crop dusters, ultralights, and light sport aircraft, but not
application(s).
transport category aircraft.
1.1.2 This includes, but is not limited to, airspace where
1.9 It is expected this specification will be used by diverse
2
nearly all aircraft are required to be cooperative (for example,
contributors or actors including, but not limited to:
within the Mode C veil in the United States). 1.9.1 DAA system designers and integrators,
1.9.2 Sensor suppliers,
1.2 Ultimate determination of applicability will be governed
1.9.3 UA developers,
by the appropriate civil aviation authority (CAA).
1.9.4 Control Station designers,
1.3 This specification assumes no air traffic control (ATC)
1.9.5 UAS service suppliers, and
separation services are provided to the UA.
1.9.6 Flight control designers.
1.4 While some architectures may have limitations due to
1.10 Except for DAA system integrators for whom all the
external conditions, this specification applies to daytime and
“shalls” in this specification apply, not all aspects of this
nighttime, as well as visual meteorological conditions (VMC)
specification are relevant to all actors/contributors. In some
and instrument meteorological conditions (IMC). The system
instances, the actor most likely to satisfy a requirement has
integrator shall document system limitation (that is, due to
been identified in brackets after the requirement; this is for
operating environments and/or minimum altitudes at which the
informative purposes only and does not indicate that only that
air picture is no longer valid).
actor may fulfill that requirement. Where not specified, the
system integrator/applicant is assumed to be the primary actor;
1
in all cases, the system integrator/applicant is responsible for
This specification is under the jurisdiction of ASTM Committee F38 on
Unmanned Aircraft Systems and is the direct responsibility of Subcommittee F38.01
all requirements and may choose to delegate requirements as is
on Airworthiness.
suitable to the system design. Nonetheless, familiarity with the
Current edition approved Feb. 1, 2023. P
...
This document is not an ASTM standard and is intended only to provide the user of an ASTM standard an indication of what changes have been made to the previous version. Because
it may not be technically possible to adequately depict all changes accurately, ASTM recommends that users consult prior editions as appropriate. In all cases only the current version
of the standard as published by ASTM is to be considered the official document.
Designation: F3442/F3442M − 20 F3442/F3442M − 23
Standard Specification for
1
Detect and Avoid System Performance Requirements
This standard is issued under the fixed designation F3442/F3442M; the number immediately following the designation indicates the year
of original adoption or, in the case of revision, the year of last revision. A number in parentheses indicates the year of last reapproval.
A superscript epsilon (´) indicates an editorial change since the last revision or reapproval.
1. Scope
1.1 This specification applies to unmanneduncrewed aircraft (UA) with a maximum dimension (for example, wingspan, disc
diameter) ≤25 ft, operating at airspeeds below 100 kts, and of any configuration or category. It is meant to be applied in a “lower
risk” (low-[low- and medium-risk airspace as described by Joint Authorities for Rulemaking on Unmanned Systems
(JARUS))(JARUS)] airspace environment with assumed infrequent encounters with mannedcrewed aircraft; this is typically in
classes G and E airspace (below[below about 1200 ft above ground level (AGL)),(AGL)], Class B, C, D (below about
400approximately 400 ft to 500 ft AGL),AGL) below obstacle clearance surface (FAA Order 8260.3, as amended),amended) or
within low altitude authorization and notification capability (LAANC) designated areas below the altitude specified in the facility
map.
1.1.1 Traffic encountered is expected to be mixed cooperative and non-cooperative traffic, instrument flight rules (IFR) and visual
flight rules (VFR), and to mostly include low-altitude aircraft—including rotorcraft, small general aviation, crop dusters,
ultralights, and light sport aircraft, but not transport category aircraft.
2
1.1.2 This includes, but is not limited to, airspace where nearly all aircraft are required to be cooperative (for example, within
the Mode C veil in the U.S.).United States).
1.2 Ultimate determination of applicability will be governed by the appropriate civil aviation authority (CAA).
1.3 This specification assumes no air traffic control (ATC) separation services are provided to the UA.
1.4 While some architectures may have limitations due to external conditions, this specification applies to daytime and nighttime,
as well as visual meteorological conditions (VMC) and instrument meteorological conditions (IMC). The system integrator shall
document system limitation (that is, due to operating environments and/or minimum altitudes at which the air picture is no longer
valid).
1.5 This specification is applicable to the avoidance of mannedcrewed aircraft by unmanneduncrewed aircraft systems (UAS), not
UA-to-UA or terrain/obstacle/airspace avoidance (both to be addressed in future efforts). Likewise, birds or natural hazard (for
example, weather, clouds) avoidance requirements are not addressed.
1
This specification is under the jurisdiction of ASTM Committee F38 on Unmanned Aircraft Systems and is the direct responsibility of Subcommittee F38.01 on
Airworthiness.
Current edition approved May 1, 2020Feb. 1, 2023. Published July 2020March 2023. Originally approved in 2020. Last previous edition approved in 2020 as
F3442/F3442M–20. DOI: 10.1520/F3442_F3442-20.10.1520/F3442_F3442-23.
2
Refer to 14 CFR § 91.215 and 14 CFR § 91.225 in the United States, or to the international equivalent for exceptions.
Copyright © ASTM International, 100 Barr Harbor Drive, PO Box C700, West Conshohocken, PA 19428-2959. United States
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F3442/F3442M − 23
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1.6 This specification does not define a specific detect and avoid (DAA) architecture and is architecture agnostic. It will, however,
define specific safety performance thresholds for a DAA system to meet in order to ensure safe operation.
1.7 This specification addresses the definitions and methods for demonstrating compliance to this specification, and the many
considerations (for example, detection range, required timeline to meet well-clear, well clear, and near mid-air collision (NMAC)
safety targets) affecting DAA system integration.
1.8 The specification highlights how different aspects of the system are designed and interrelated, and how they affect the greater
UAS systemsystem-of-systems to enable a developer to make informed decisions within the context of their specific UAS
application(s).
1.9 It is expected this specification will be used by diverse contributors or actors including, but not limited to:
1.9.1 DAA system designers and integrators,
1.9.2 Sensor suppliers,
1.9.3 UA developers,
1.9.4 Ground control station (GCS) Control Station
...
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