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 - 25 INTERNATIONAL Standard Specification for Detect and Avoid System Performance Requirements1 This standard is issued under the fixed designation F3442; 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 (e) indicates an editorial change since the last revision or reapproval. 1. Scope 1.1.7 If the JARUS Specific Operations Risk Assessment (SORA) 2.5 (or later) is used to assess airborne risk. airborne 1.1 This specification applies to smaller unmanned aircraft risk class (ARC)-d, areas with the greatest air risk, are out of (UA) encountering crewed aircraft. It is meant to be applied in scope. a “lower risk"' (low- and medium-risk airspace as described by Joint Authorities for Rulemaking on Unmanned Systems 1.2 Ultimate determination of applicability will be governed (JARUS)) airspace environment; this is typically in Classes G by the appropriate civil aviation authority (CAA). and E airspace (below about 1200 ft (366 m) above ground 1.3 This specification assumes no tactical air traffic control level (AGL), Class B, C, D (below about 400 ft to 500 ft (ATC) separation services are provided to the UA. (122 m to 152 m) AGL), below obstacle clearance surface 1.3.1 This specification does not preclude, nor does it (FAA Order 8260.3, as amended), or within Low Altitude Authorization and Notification Capability (LAANC) desig- account for, strategic or operational traffic-based mitigations, nated areas below the altitude specified in the facility map. for example, prior ATC coordination, UAS Traffic Manage- ment (UTM) services, or operator-imposed dynamic restric- 1.1.1 To satisfy assumptions on the likelihood of a mid-air collision, this specification applies to a UA with a maximum tions on the operating area. dimension (for example, wingspan, disc diameter) ≤ 25 ft 1.4 While some architectures may have limitations due to (8 m), operating at airspeeds below 100kts, and of any external conditions, this specification applies to daytime and configuration or category nighttime, as well as visual meteorological conditions (VMC) 1.1.2 Traffic encountered is expected to be mixed coopera- and instrument meteorological conditions (IMC). tive and non-cooperative traffic. 1.4.1 This specification does not preclude, nor does it 1.1.3 Traffic encountered could be operating via either account for, using strategic or operational mitigations. These instrument flight rules (IFR) or visual flight rules (VFR), or can include restricting the operational environment geographi- both. cally or to certain times of day, or both, or placing limitations 1.1.4 This includes, but is not limited to, airspace where based on meteorological conditions. most aircraft are required to be broadcasting their position with a cooperative transponder (for example, within the Mode C 1.5 This specification does not address avoidance of birds or veil and airspace defined by 14 CFR s 91.225 in the United natural hazards (for example, weather, clouds, terrain/ States). obstacles). 1.1.5 Encounters in typical airspace with general aviation 1.6 This specification does not define a specific detect and and smaller crewed aircraft, including rotorcraft, small general avoid (DAA) architecture and is architecture agnostic. It will, aviation, crop dusters, ultralights, and light sport aircraft, are however, define specific safety performance thresholds for a expected to occur infrequently and no more than one time per DAA system to meet to ensure safe resolution of encounters