ASTM F3442/F3442M-20
(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 unmanned 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 manned aircraft; this is typically in classes G and E airspace (below about 1200 ft above ground level (AGL)), Class B, C, D (below about 400 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 all aircraft are required2 to be cooperative (for example, within the Mode C veil in the U.S.).
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).
1.5 This specification is applicable to the avoidance of manned aircraft by unmanned 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 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 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) 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 universally relevant. Nonetheless, familiarity with the entire specification will inform all actors/contributors of how their contributions affect the overall DAA capability and is strongly recommended.
1.11 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.
1.12 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility o...
General Information
Standards Content (Sample)
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Designation: F3442/F3442M − 20
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 addressed in future efforts). Likewise, birds or natural hazard
(for example, weather, clouds) avoidance requirements are not
1.1 This specification applies to unmanned aircraft (UA)
addressed.
with a maximum dimension (for example, wingspan, disc
diameter) ≤25 ft, operating at airspeeds below 100 kts, and of 1.6 This specification does not define a specific detect and
3
any configuration or category. It is meant to be applied in a avoid (DAA) architecture and is architecture agnostic. It will,
“lower risk” (low- and medium-risk airspace as described by however, define specific safety performance thresholds for a
Joint Authorities for Rulemaking on Unmanned Systems DAA system to meet to ensure safe operation.
(JARUS)) airspace environment with assumed infrequent en-
1.7 This specification addresses the definitions and methods
counters with manned aircraft; this is typically in classes G and
for demonstrating compliance to this specification, and the
E airspace (below about 1200 ft above ground level (AGL)),
many considerations (for example, detection range, required
Class B, C, D (below about 400 to 500 ft AGL), below obstacle
timeline to meet well-clear, and near mid-air collision (NMAC)
clearance surface (FAA Order 8260.3, as amended), or within
safety targets) affecting DAA system integration.
low altitude authorization and notification capability (LAANC)
1.8 The specification highlights how different aspects of the
designated areas below the altitude specified in the facility
system are designed and interrelated, and how they affect the
map.
greater UAS system to enable a developer to make informed
1.1.1 Traffic encountered is expected to be mixed coopera-
decisions within the context of their specific UAS applica-
tive and non-cooperative traffic, instrument flight rules (IFR)
tion(s).
and visual flight rules (VFR), and to mostly include low-
altitude aircraft—including rotorcraft, small general aviation,
1.9 It is expected this specification will be used by diverse
crop dusters, ultralights, and light sport aircraft, but not contributors or actors including, but not limited to:
transport category aircraft.
1.9.1 DAA system designers and integrators,
1.1.2 This includes, but is not limited to, airspace where all
1.9.2 Sensor suppliers,
2
aircraft are required to be cooperative (for example, within the 1.9.3 UA developers,
Mode C veil in the U.S.).
1.9.4 Ground control station (GCS) designers,
1.9.5 UAS service suppliers, and
1.2 Ultimate determination of applicability will be governed
1.9.6 Flight control designers.
by the appropriate civil aviation authority (CAA).
1.10 Except for DAA system integrators for whom all the
1.3 This specification assumes no air traffic control (ATC)
“shalls” in this specification apply, not all aspects of this
separation services are provided to the UA.
specification are universally relevant. Nonetheless, familiarity
1.4 While some architectures may have limitations due to
with the entire specification will inform all actors/contributors
external conditions, this specification applies to daytime and
of how their contributions affect the overall DAA capability
nighttime, as well as visual meteorological conditions (VMC)
and is strongly recommended.
and instrument meteorological conditions (IMC).
1.11 The values stated in either SI units or inch-pound units
1.5 This specification is applicable to the avoidance of
are to be regarded separately as standard. The values stated in
manned aircraft by unmanned aircraft systems (UAS), not
each system are not necessarily exact equivalents; therefore, to
UA-to-UA or terrain/obstacle/airspace avoidance (both to be
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
This specification is under the jurisdiction of ASTM Committee F38 on
1.12 This standard does not purport to address all of the
Unmanned Aircraft Systems and is the direct responsibility of Subcommittee F38.01
on Airworthiness.
safety concerns, if any, associated with its use. It is the
Current edition approved May 1, 2020. Published July 2020. DOI: 10.1520/
F3442_F3442-20.
2
Refer to 14 CFR § 91.215 and 14 CFR § 91.225 in the United States, or to the
3
international equivalent for exceptions. ACAS sXu is intended to serve as a reference arc
...
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