1、Designation: F3196 17F3196 18Standard Practice forSeeking Approval for Extended Visual Line of Sight (EVLOS)or Beyond Visual Line of Sight (BVLOS) Small UnmannedAircraft System (sUAS) Operations1This standard is issued under the fixed designation F3196; the number immediately following the designati
2、on indicates the year oforiginal adoption or, in the case of revision, 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 Compliance with this practice is re
3、commended as one means of seeking approval from a civil aviation authority (CAA) tooperate a small unmanned aircraft system (sUAS) to fly extended visual line of sight (EVLOS) or beyond visual line of sight(BVLOS), or both. (BVLOS). Any regulatory application of this practice to sUAS and other unman
4、ned aircraft systems (UASs)is at the discretion of the appropriate CAA.1.2 UnitsThe values stated in inch-pound units are to be regarded as the standard. The values given in parentheses aremathematical conversions to SI units that are provided for information only and are not considered standard.1.3
5、 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibilityof the user of this standard to establish appropriate safety safety, health, and healthenvironmental practices and determine theapplicability of regulatory limitations prio
6、r to use.1.4 This international standard was developed in accordance with internationally recognized principles on standardizationestablished in the Decision on Principles for the Development of International Standards, Guides and Recommendations issuedby the World Trade Organization Technical Barri
7、ers to Trade (TBT) Committee.2. Referenced Documents2.1 ASTM Standards:2NOTE 1For requirements in these standards that are specified to be adequate, the applicant/proponent shall propose and obtain approval of thespecifics of that requirement from the CAA.F2908 Specification for Unmanned Aircraft Fl
8、ight Manual (UFM) for an Unmanned Aircraft System (UAS)F2909 Practice for Maintenance and Continued Airworthiness of Small Unmanned Aircraft Systems (sUAS)F2910 Specification for Design and Construction of a Small Unmanned Aircraft System (sUAS)F2911 Practice for Production Acceptance of Small Unman
9、ned Aircraft System (sUAS)F3002 Specification for Design of the Command and Control System for Small Unmanned Aircraft Systems (sUAS)F3003 Specification for Quality Assurance of a Small Unmanned Aircraft System (sUAS)F3005 Specification for Batteries for Use in Small Unmanned Aircraft Systems (sUAS)
10、F3178 Practice for Operational Risk Assessment of Small Unmanned Aircraft Systems (sUAS)F3201 Practice for Ensuring Dependability of Software Used in Unmanned Aircraft Systems (UAS)F3266 Guide for Training for Remote Pilot in Command of Unmanned Aircraft Systems (UAS) EndorsementF3269 Practice for M
11、ethods to Safely Bound Flight Behavior of Unmanned Aircraft Systems Containing Complex FunctionsF3298 Specification for Design, Construction, and Verification of Fixed-Wing Unmanned Aircraft Systems (UAS)3. Terminology3.1 Definitions of Terms Specific to This Standard:3.1.1 applicant/proponent, nthe
12、 person or organization responsible for seeking the approval to operate or the person ororganization operating an sUAS, or both. The applicant/proponent may be one of the following entities:1 This practice is under the jurisdiction of ASTM Committee F38 on Unmanned Aircraft Systems and is the direct
13、 responsibility of Subcommittee F38.02 on FlightOperations.Current edition approved Feb. 15, 2017Sept. 15, 2018. Published March 2017October 2018. DOI: 10.1520/F3196-17.Originally approved in 2017. Last previous editionapproved in 2017 as F3196 17. DOI: 10.1520/F3196-18.2 For referencedASTM standard
14、s, visit theASTM website, www.astm.org, or contactASTM Customer Service at serviceastm.org. For Annual Book of ASTM Standardsvolume information, refer to the standards Document Summary page on the ASTM website.This document is not an ASTM standard and is intended only to provide the user of an ASTM
15、standard an indication of what changes have been made to the previous version. Becauseit may not be technically possible to adequately depict all changes accurately, ASTM recommends that users consult prior editions as appropriate. In all cases only the current versionof the standard as published by
16、 ASTM is to be considered the official document.Copyright ASTM International, 100 Barr Harbor Drive, PO Box C700, West Conshohocken, PA 19428-2959. United States13.1.1.1 manufacturer, nthe person or organization who causes production of a product or article. A manufacturer may also bean operator.3.1
17、.1.2 operator, nthe person or organization that applies for CAA approval to operate an sUAS or who seeks operationalapproval for types of flight operations prohibited by a CAA for that sUAS.3.1.1.3 original equipment manufacturer, OEM, nthe person or organization who first produced that particular p
18、roduct orarticle. An OEM may also be an operator.3.1.2 beyond visual line of sight, BVLOSoperation when the individual(s) (for example, pilot or VO) individual responsiblefor controlling the flight of the sUA cannot maintain direct unaided (other than with the use of spectacles/contacts by correctiv
19、elenses or sunglasses, or both) visual contact with the sUA, other aircraft, terrain, adverse weather, or obstacles to determine whetherthe sUA endangers life or property or both.3.1.2.1 DiscussionTechnological means may be used for determining the sUAs movement relative to intruding aircraft, obsta
20、cles, and terrain;observe the airspace for other air traffic or hazards; and determine whether the sUA endangers life or property or both.3.1.3 command and control (C2) link(s), nradio-frequency link(s) between the control station and the unmanned aircraft (UA),also known as the control and non-payl
21、oad communications (CNPC) link(s).3.1.4 control station, ninterface used by the Remote Pilot in Command (RPIC) or pilot to control the flight path of the sUA.3.1.5 crew member, nperson charged with duties essential to the operation of an sUAS during a flight duty period.3.1.3 extendedbeyond visual l
22、ine of sight, EVLOSsight (extended), BVLOS (E)operation when the sUA cannot be seen bythe individuals responsible for see-and-avoid with unaided (other than spectacles/contacts by corrective lenses or sunglasses, orboth) vision but where the location of the sUA is known through technological means.m
23、eans without exceeding the performancecapabilities of the C2 link.3.1.3.1 DiscussionEither the RPIC or, alternatively, theVO:VO can use said technological means for determining the location of the sUAto determineits movement relative to intruding aircraft, obstacles, or adverse weather, terrain; obs
24、erve the airspace for other air traffic orhazards; and determine whether the sUA endangers life or property or both. To further clarify, technology means can be used todetermine the position of the sUAS but the RPIC or theVO must be able to see the area the sUAS is known to be in so as to executethe
25、 required see-and-avoid function. If the technology means used to determine the position of the sUA fails, an appropriatemaneuver shall be executed in a timely manner to ensure flight safety.3.1.4 command and control (C2) link(s), nradio-frequency link(s) between the control station and the unmanned
26、 aircraft (UA),also known as the control and non-payload communications (CNPC) link(s).3.1.5 control station, ninterface used by the Remote Pilot in Command (RPIC) or remote pilot to control the flight path ofthe sUA.3.1.6 crew member, nperson charged with duties essential to the operation of an sUA
27、S during a flight duty period.3.1.7 fly-away, nunintentional flight outside of operational boundaries (altitude/airspeed/lateral limits) as the result of afailure, interruption, or degradation of the control elementstation or onboard systems, or both.3.1.8 fly-away protection system, nsystem that wi
28、ll safely recover the sUA, or keep the sUA within the intended operationalarea, in the event of a fly-away as defined in 3.1.7.3.1.9 licensed band, nany frequency or range of frequencies in which transmission requires permission from a governing body(for example, the U.S. Federal Communications Comm
29、ission).3.1.10 lost link, noccurrence in which the control station has lost the ability to maintain positive control of the sUA becauseof the degradation, loss, or interruption of the C2 link for longer than deemed safe depending on the circumstances.3.1.10 remote pilot, nthe RPIC or person other th
30、an the RPIC who is controlling the flight of an sUA under the supervisionof the RPIC.3.1.12 positive control, ncondition in which commanded changes in the sUA flight path result in expected and sufficientmaneuver(s) within an expected period of time.3.1.11 remote pilot in command, RPIC, nperson who
31、is directly responsible for and is the final authority as to the operationof the sUAS; has been designated as remote pilot in command before or during the flight of an sUAS; and holds the appropriateCAA certificate for the conduct of the flight.3.1.12 see-and-avoid, vuse of the visual capability of
32、a person to identify intruding aircraft so that the sUAcan be maneuveredand the safe conduct of the flight can be maintained.F3196 1823.1.13 sense-and-avoid, vuse of a sensor system to identify intruding aircraft so that the sUAcan be maneuvered and the safeconduct of the flight can be maintained.3.
33、1.14 shall versus should versus may, vuse of the word “shall” means that a procedure or statement is mandatory and mustbe followed to comply with this practice, “should” means recommended, and “may” means optional at the discretion of theapplicant/proponent.3.1.14.1 Discussion“Shall” statements are
34、requirements and they include sufficient detail needed to define compliance (for example, threshold values,test methods, oversight, and reference to other standards). “Should” statements are provided as guidance towards the overall goalof improving safety and could include only subjective statements
35、. “Should” statements also represent parameters that could be usedin safety evaluations or could lead to development of future requirements, or both. “May” statements are provided to clarifyacceptability of a specific item or practice and offer options for satisfying requirements.3.1.15 small unmann
36、ed aircraft, sUA, nunmanned aircraft weighing less than 55 lb (25 kg) on takeoff, including everythingthat is on board or otherwise attached to the aircraft.3.1.16 small unmanned aircraft system, sUAS, nsmall unmanned aircraft and its associated elements (including communi-cation links and the compo
37、nents that control the sUA) that are required for the safe and efficient operation of the sUAin a nationalairspace system.3.1.17 unmanned aircraft, UA, naircraft operated without the possibility of direct human intervention from within or on theaircraft.3.1.18 visual line of sight, VLOS, noperations
38、 with vision that is unaided other than by corrective lenses or sunglasses, or both,where the remote pilot or visual observer shall be able to see the sUA throughout the entire flight to determine its movementrelative to intruding aircraft, obstacles, adverse weather, terrain; observe the airspace f
39、or other air traffic or hazards; and determinewhether the sUA endangers life or property or both.3.1.19 visual observer, VO, nperson who is designated by the RPIC to assist the RPIC or the remote pilot, or both, to see thesUASsUA throughout the entire flight to determine its movement relative to int
40、ruding aircraft, obstacles, terrain; observe theairspace for other air traffic or hazards; and determine whether the sUA endangers life or property or both.3.2 Acronyms:3.2.1 AFMaicraft flight manual.3.2.1 BVLOSbeyond visual line of sight.3.2.2 BVLOS (E)beyond visual line of sight (extended).3.2.3 C
41、AAcivil aviation authority.3.2.4 C2command and control.3.2.5 CNPCcontrol and non-payload communications.3.2.6 CONOPSconcept of operations.3.2.7 EVLOSextended visual line of sight.3.2.7 OEMoriginal aircraft manufacturer.3.2.8 ORAoperational risk assessment.3.2.9 RPICremote pilot in command.3.2.10 SDO
42、standards development organization.3.2.11 sUASsmall unmanned aircraft system.3.2.12 sUAsmall unmanned aircraft.3.2.13 UAunmanned aircraft.3.2.14 UASunmanned aircraft system.3.2.15 UFMunmanned aircraft flight manual.3.2.16 VLOSvisual line of sight.3.2.17 VOvisual observer.4. Significance and Use4.1 T
43、his practice is written for all sUAS seeking permission to operate EVLOS BVLOS (E) or BVLOS, or both, in airspaceauthorized by a CAA.F3196 1834.2 It is assumed that the maximum weight, altitude, and airspeed of an sUAS will be specified by a CAA. However, unlessotherwise specified by a nations CAA,
44、this practice applies to sUA that:4.2.1 Have a maximum takeoff gross weight of less than 55 lb (25 kg), including everything that is on board or otherwiseattached to the aircraft, and4.2.2 Are remotely piloted (that is, flown without the possibility of direct human intervention from within or on the
45、 aircraft).5. Procedure5.1 The following steps are recommended to seek operational approval to fly an sUAS at EVLOS BVLOS (E) or BVLOS, orboth. Details of each step are provided in the following paragraphs:5.1.1 If required by the CAA, the applicant/proponent shall define the sUA system. See Section
46、 6 for minimum requirements.5.1.2 The applicant/proponent shall define the CONOPS. See Section 7 for minimum requirements.5.1.3 The applicant/proponent shall perform an ORA for the total system and a proposed CONOPS which identifies proposedmitigation strategies including technology, design characte
47、ristics, training, operational requirements/limitations or procedures, orcombinations thereof, for the identified hazards. See Sections 7 and 8 for minimum requirements.5.1.4 If required to do so by the CAA, the applicant/proponent shall present results of 5.1.1 5.1.3 to the CAA and then refinethem
48、until it is jointly determined that risks associated with system design and the proposed operation are acceptable.5.1.5 If required to do so by the CAA, the applicant/proponent shall work with the CAA or CAA-approved test organizations,or both, to verify that the final system and mitigation strategi
49、es meet the agreed-to requirements.5.1.6 The operator shall obtain operational approval to operate from the CAA.6. System Requirements6.1 If required to do so by the CAA, the operational and airworthiness design requirements in the current versions of thefollowing standards shall, at a minimum, be complied with by any sUAS flown EVLOS BVLOS (E) or BVLOS, or both. Theserequirements are necessary but may not be sufficient for all EVLOS BVLOS (E) or BVLOS operations, or both. operations.Depending on the system and CONOPS propo
