ASTM F3298-2018 Standard Specification for Design Construction and Verification of Fixed-Wing Unmanned Aircraft Systems (UAS).pdf

1、Designation: F3298 18Standard Specification forDesign, Construction, and Verification of Fixed-WingUnmanned Aircraft Systems (UAS)1This standard is issued under the fixed designation F3298; the number immediately following the designation indicates the year oforiginal adoption or, in the case of rev

2、ision, the year of last revision. A number in parentheses indicates the year of last reapproval. Asuperscript epsilon () indicates an editorial change since the last revision or reapproval.1. Scope1.1 This specification covers the airworthiness requirementsfor the design of fixed-wing unmanned aircr

3、aft systems. Thisspecification defines the baseline design, construction, andverification requirements for an unmanned aircraft system(UAS).1.2 As a minimum, a UAS is defined as a system composedof the unmanned aircraft and all required on-board subsystems,payload, control station, other required of

4、f-board subsystems,any required launch and recovery equipment, all required crewmembers, and command and control (C2) links between UAand the control station.1.3 The intent is for this standard of practice for CAA, self-or third-party determinations of airworthiness for UAS. Thisspecification provid

5、es the core requirements for airworthinesscertification of lightweight (UAS) (not necessarily limited toUAs under 55 lb GTOW) or for certain CAA operationalapprovals using risk-based categories.Additional requirementsare envisioned to address the requirements for expandedoperations and characteristi

6、cs not addressed by this specifica-tion.1.4 This specification is intended to support UAS opera-tions. It is assumed that the risk of UAS will vary based onconcept of operations, environment, and other variables. Thefact that there are no human beings onboard the UAS mayreduce or eliminate some haza

7、rds and risks. However, at thediscretion of the CAA, this specification may be applied toother UAS operations.1.5 The values in Imperial units are to be regarded as thestandard. The values in SI are for information only.1.6 This standard does not purport to address all of thesafety concerns, if any,

8、 associated with its use. It is theresponsibility of the user of this standard to establish appro-priate safety, health, and environmental practices and deter-mine the applicability of regulatory limitations prior to use.1.7 This international standard was developed in accor-dance with international

9、ly recognized principles on standard-ization established in the Decision on Principles for theDevelopment of International Standards, Guides and Recom-mendations issued by the World Trade Organization TechnicalBarriers to Trade (TBT) Committee.2. Referenced Documents2.1 ASTM Standards:2F2245 Specifi

10、cation for Design and Performance of a LightSport AirplaneF2908 Specification for Aircraft Flight Manual (AFM) for aSmall Unmanned Aircraft System (sUAS)F2909 Practice for Maintenance and Continued Airworthi-ness of Small Unmanned Aircraft Systems (sUAS)F2911 Practice for Production Acceptance of Sm

11、all Un-manned Aircraft System (sUAS)F3002 Specification for Design of the Command and Con-trol System for Small UnmannedAircraft Systems (sUAS)F3003 Specification for Quality Assurance of a Small Un-manned Aircraft System (sUAS)F3005 Specification for Batteries for Use in Small Un-manned Aircraft Sy

12、stems (sUAS)F3178 Practice for Operational Risk Assessment of SmallUnmanned Aircraft Systems (sUAS)F3201 Practice for Ensuring Dependability of SoftwareUsed in Unmanned Aircraft Systems (UAS)2.2 Unmanned Systems Canada Best Practices:3Small Remotely Piloted Aircraft System (UAS) Best Prac-tices for

13、BVLOS Operations2.3 Federal Standards:14 CFR Part 107 Small Unmanned Aircraft Systems41This specification is under the jurisdiction of ASTM Committee F38 onUnmannedAircraft Systems and is the direct responsibility of Subcommittee F38.01on Airworthiness.Current edition approved May 1, 2018. Published

14、 May 2018. DOI: 10.1520/F3298-18.2For referenced ASTM standards, visit the ASTM website, www.astm.org, orcontact ASTM Customer Service at serviceastm.org. For Annual Book of ASTMStandards volume information, refer to the standards Document Summary page onthe ASTM website.3Available from Unmanned Sys

15、tems Canada, PO Box 81055, Ottawa, Ontario,K1P 1B1, https:/www.unmannedsystems.ca.4Available from U.S. Government Printing Office, Superintendent ofDocuments, 732 N. Capitol St., NW, Washington, DC 20401-0001, http:/www.access.gpo.gov.Copyright ASTM International, 100 Barr Harbor Drive, PO Box C700,

16、 West Conshohocken, PA 19428-2959. United StatesThis international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for theDevelopment of International Standards, Guides and Recommendations issued by the Worl

17、d Trade Organization Technical Barriers to Trade (TBT) Committee.12.4 ANSI Standard:ANSI Z535.1 1998 American National Standards forSafety Colors3. Terminology3.1 Definitions of Terms Specific to This Standard:3.1.1 abstain, vprior to starting a particular test method,the UA manufacturer or designat

18、ed operator shall choose toenter the test or abstain.Any abstention shall be granted beforethe test begins. The test form shall be clearly marked as such,indicating that the manufacturer acknowledges the omission ofthe performance data while the test method was available at thetest time.3.1.2 airfra

19、me, nairframe means the fuselage, booms,nacelles, cowlings, fairings, airfoil surfaces (including rotorsbut excluding propellers and rotating airfoils of engines), andlanding gear of an aircraft and their accessories and controls.3.1.3 airworthiness, ncondition in which the unmannedaircraft systems

20、(UAS) (including the aircraft, airframe,engine, propeller, accessories, appliances, firmware, software,and control station elements) conforms to its design intent,including as defined by the type certificate (TC), if applicable,and is in condition for safe operation.3.1.4 alert, na generic term used

21、 to describe a controlstation indication meant to attract the attention of and identifyto the flightcrew a non-normal operational or airplane systemcondition. Alerts are classified at levels or categories corre-sponding to Warnings, Cautions, and Advisories. Alert indica-tions also include nonnormal

22、 range markings (for example,exceedances on instruments and gauges).3.1.5 analysis, ntechnique based on analytical evidenceobtained without any intervention on the submitted elementusing mathematical or probabilistic calculation, logical reason-ing (including the theory of predicates), modeling orsi

23、mulation, or combinations thereof, under defined conditionsto show theoretical compliance.3.1.6 applicant/proponent, nthe person or organizationresponsible for seeking the approval to operate and operating aUA. The applicant/proponent may be one of the followingentities: manufacturer, operator, or o

24、riginal equipment manu-facturer.3.1.6.1 manufacturer, nthe person or organization whocauses production of a product or article. A manufacturer mayalso be an operator.3.1.6.2 operator, nthe person or organization that appliesfor CAA approval to operate a UAS or who seeks operationalapproval for types

25、 of flight operations prohibited by a CAAforthat UAS.3.1.6.3 original equipment manufacturer, nthe person ororganization who first produced that product or article. AnOEM may also be an operator.3.1.7 automatic flight control system, na system whichincludes all equipment to control automatically the

26、 flight of anaircraft to a path or altitude described by references, internal orexternal, to the aircraft.3.1.8 conflict point, nthe time of a predicted collision orpoint of closest approach that is within the collision volume.3.1.9 continued safe flight, na condition whereby a UA iscapable of conti

27、nued controlled flight, and landing at a suitablelocation, possibly using emergency or abnormal procedures,but without requiring exceptional pilot skill. Some UAdamagemay be associated with a failure condition during flight or uponlanding.3.1.10 Control and Non-Payload Communications (CNPC),nradio f

28、requency (RF) link(s) between the control station(CS) and the unmanned aircraft (UA), also known as theCommand and Control Link(s).3.1.11 control station, napparatus for hosting the remotepilot and her/his device to teleoperate the UAS.3.1.12 controlled flight, na condition whereby the remotepilot o

29、r onboard systems or both, have the ability to performfunctions to the extent necessary to continue safe flight andlanding, but not necessarily full functional performance.3.1.13 demonstration, ntechnique used to demonstratecorrect operation of the submitted element against operationaland observable

30、 characteristics without using physical measure-ments (no or minimal instrumentation or test equipment). Itgenerally consists of a set of tests selected by the supplier toshow that the element response to stimuli is suitable or to showthat operators can perform their assigned tasks when using theele

31、ment. Observations are made and compared withpredetermined/expected responses.3.1.14 Electric Propulsion Unit, EPU, nany electric mo-tor and all associated devices used to provide thrust for anelectric aircraft.3.1.15 Energy Storage Device, ESD, nused to store en-ergy as part of an Electric Propulsi

32、on Unit (EPU). Typicalenergy storage devices include but are not limited to batteries,fuel cells, or capacitors.3.1.16 envelope protection, nthe human-machine inter-face extension of an automatic flight control system thatprevents the remote pilot from making control commands thatwould force the air

33、craft to exceed its structural and aerody-namic operating limits. UAS with envelope protection areintended for non-acrobatic operation. Non-acrobatic operationincludes: any maneuver incident to normal flying; stalls (exceptwhip stalls); and lazy eights, chandelles, and steep turns, inwhich the angle

34、 of bank is not more than 60.3.1.17 expanded operations, nUAS operations that typi-cally require authorization from the CAA (for example, Op-erations Authorization for Specific Category UAS or Part 107Certificate of Waiver/Authorization) with specific limitationsadapted to the operation.3.1.18 extre

35、mely improbable, na probability no greaterthan one occurrence every 1 000 000 (106) flight hours.3.1.19 extremely remote probability, na probability nogreater than one occurrence every 100 000 (105) flight hours.3.1.20 flight-critical system, na system that, should it fail,will cause loss of control

36、 of the UA, or the UA will no longerstay capable of continued safe flight.F3298 1823.1.21 flight termination system, na system that terminatesthe flight of a UAS in the event that all other contingencieshave been exhausted and further flight of the aircraft cannot besafely achieved, or other potenti

37、al hazards exists that immedi-ate discontinuation of flight.3.1.22 fly-away, nflight outside of operational boundaries(altitude/airspeed/lateral limits) as the result of a failure,interruption, or degradation of the control station or onboardsystems, or both.3.1.23 fly-away protection system, nsyste

38、m that willsafely recover the sUA, or keep the sUA within the intendedoperational area, in the event of a fly-away as defined in 3.1.22.3.1.24 geo-fencea virtual geographic boundary, definedby location-based services, that enables software to trigger aresponse when a mobile device enters or leaves a

39、 particulararea.3.1.25 ground roll distance, nthe horizontal distance be-tween start of takeoff or at a low height above ground (as usedin rail-assisted launch), or both, and should be of sufficientdistance to allow the UA to gain the manufactures publishedclimb-out speed (that is, the point when VT

40、is reached). Thismay begin at the release of brakes (that is, with traditionalaircraft) or at the point of launch (for example, via hand-launchor catapult system). Alternatively referred to as “departureroll.”3.1.26 improbable, na probability no greater than oneoccurrence every 100 flight hours (102

41、).3.1.27 inspection, ntechnique based on visual or dimen-sional examination of an element; inspection is generallynon-destructive, and typically includes the use of sight,hearing, smell, touch, and taste, simple physical manipulation,mechanical and electrical gauging, and measurement. Nostimuli (tes

42、ts) are necessary. The technique is used to checkproperties or characteristics best determined by observation(for example, paint color, weight, documentation, listing ofcode, etc.).3.1.28 lightweight UAS, nunmanned small aircraft that areapproved for operation under the authority of a CAA (forexampl

43、e, UAS approved to operate by the FAA under 14 CFRPart 107, UAS approved to operate by EASA as Open andSpecific Category UA, and UAS approved to operate by CASAas Small, Medium, or Large RPA, or combinations thereof).3.1.29 loads:3.1.29.1 flight load, nthose loads experienced within theoperational f

44、light envelope.3.1.29.2 ground handling load, nthose loads experiencedduring regular operation while the aircraft is not in flight (forexample, assembly, flight preparation, taxi, and maintenance).3.1.29.3 launch and recovery load, nthose loads experi-enced during normal launch and recovery.3.1.29.4

45、 landing loads, nthe load exerted upon an aircraftat touchdown or upon a runway by an airplane duringtouchdown and in the landing roll.3.1.29.5 limit load, nthe maximum load experienced inthe normal operation and maintenance of the UA.3.1.29.6 load factor, nthe ratio of a specified load to thetotal

46、weight of the aircraft. The specified load is expressed interms of any of the following: aerodynamic forces, inertiaforces, or ground or water reactions.3.1.29.7 ultimate loadlimit load multiplied by the factorof safety (as determined by the CAA, but heuristically 1.5).3.1.30 maneuver time, T, nthe

47、maneuver time, T, shouldbe the time required for the specific UAto execute a maneuverthat ensures the point of closest approach of a conflictingaircraft remains outside the collision volume. The manufac-turer of the UAS should determine and document this value orthe means of how it is determined in

48、real time.3.1.31 operational envelope, nthe subset which boundsthe full set of operational cases by all associated variables (forexample, speed, altitude, attitude, etc.).3.1.32 payload, nany instrument, mechanism, equipment,part, apparatus, appurtenance, or accessory, including commu-nications equi

49、pment, that is installed in or attached to theaircraft, is not used or intended to be used in operating orcontrolling an aircraft in flight, and is not part of an airframe,engine, or propeller.3.1.33 permanent deformation, na condition whereby aUA structure is altered such that it does not return to the shaperequired for normal flight upon removal of external loads.3.1.34 propeller, na device for propelling an aircraft thathas blades on an engine-driven shaft and that, when rotated,produces by its action on the air, a thrust approxi