ASTM_F_2849_-_10.pdf

Designation:F284910Standard Practice forHandling of Unmanned Aircraft Systems at Divert Airfields1This standard is issued under the fixed designation F2849;the number immediately following the designation 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 This practice identifies and describes equipage andprocedures for safely handling unmanned aircraft forced torecover at alternate or diversionary airfields where personneltrained in recovering that type of aircraft may not be present.Itis intended to apply to fixed-wing unmanned aircraft conduct-ing non-visual line-of-sight operations.It is intended to estab-lish common locations,labeling,and functions of equipmentnecessary to safely power down the aircraft without damagingit and common procedures for untrained personnel to follow tocontact the owner of the aircraft.It addresses mission planningprocedures,automated functions,and manual functions/handling procedures in the preflight,in-flight,and post-flightphases,respectively.2.Referenced Documents2.1 ASTM Standards:2F2395 Terminology for Unmanned Aircraft Systems2.2 Other Standard:3ICAO Annex 1,Chapter 13.Significance and Use3.1 This practice is written to preclude damage or injury toproperty and personnel in the event of an unplanned landing byan unmanned aircraft at an airfield not equipped or trained tohandle that type of aircraft and to prevent unintentional damageto the aircraft once it lands.It is intended for use by unmannedaircraft equipment designers,procedures developers,andground personnel.4.Mission Planning Procedures4.1 If mission requirements allow,alternate or divert air-fields shall be planned within gliding distance of any pointalong the planned route of flight.This is dependent upon anumber of factors includingbut not limited togeographiclocation of flight operations(for example,austere operatingenvironment or maritime operations with few available air-fields)and mission flight profile.If mission planning and divertairfield accommodations are in conflict,mission requirementsshall take priority over divert airfield planning.4.2 Gliding distance is defined as aircraft altitude aboveground level(absolute altitude minus 1000 ft for patternaltitude)times its lift to drag ratio(L/D).Zero wind,all enginesout,and 50%fuel onboard are assumed.Aircraft configuration(for example,stores on wings)should be taken into accountwhen determining the L/D ratio to be used for a flight segment.4.3 Selected airfields shall be capable(for example,runwaylength,width,bearing strength)of accommodating recovery ofthe aircraft in its planned configuration.4.4 Contact information for the alternate airfields shall beupdated and made available to the pilot for use during flight.5.Automated Functions5.1 At a minimum,the aircraft shall be able to recognize andreport the condition of not being capable of maintaining levelflight at its mission altitude or at a reduced altitude(that is,sinkrate at reduced or full power).This condition shall trigger theaircrafts flight control computer to enter a“divert mode”(thatis,a subset of its contingency mode)of functioning.Excep-tional conditions where a sink rate exists at full power undernormal operating conditions,for example,when encounteringmountain wave effects,should also be recognizable.There maybe other contingencies such as environmental conditions,system-specific issue,or other factors which trigger the divertmode as well.This is only meant to describe a minimum levelof automated functions.5.2 In divert mode,the aircraft shall automatically(1)squawk a predetermined code,(2)safe any weapons beingcarried,(3)cease any potentially hazardous emissions toground personnel unless doing so compromises aircraft safetyprior to landing,(4)notify via the command and control linkthe intended alternate airfield to the pilot in command at theground control station(if the link is still available),and(5)disable or destroy any encryption devices as needed once theaircraft has landed and come to a complete stop.The pilot in1This practice is under the jurisdiction of ASTM Committee F38 on UnmannedAircraft Systems and is the direct responsibility of Subcommittee F38.02 on FlightOperations.Current edition approved June 15,2010.Published July 2010.DOI:10.1520/F2849-10.2For 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 International Civil Aviation Organization(ICAO),999 Univer-sity Street,Montral,Quebec H3C 5H7,Canada.Copyright ASTM International,100 Barr Harbor Drive,PO Box C700,West Conshohocken,PA 19428-2959.United States1 command shall contact the selected airfield to alert them of hisinbound aircra