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 - 20 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 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 (s) 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 any configuration or category. It is meant to be applied in a avoid (DAA) architecture3 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. 1.1.1 Traffic encountered is expected to be mixed coopera- greater UAS system to enable a developer to make informed 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, 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 m