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 INTERNATIONAL Standard Specification for Detect and Avoid System Performance Requirements1 This standard is issued under the fixed designation F3442/F3442M; the number immediately following the designation indicates the year A superscript epsilon (e) 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 (JARUS)] airspace environment with assumed infrequent en- avoid (DAA) architecture3 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 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 con