1.1 本规范适用于最大尺寸（例如翼展、轮盘直径）的无翼飞机（UA） ≤ 25英尺，以低于100海里/秒的空速运行，任何配置或类型。它旨在应用于“低风险”（无人系统规则制定联合机构（JARUS）所述的低风险和中等风险空域）空域环境，假设与有机组人员的飞机偶遇；这通常是在G和E类空域[低于地面高度约1200英尺（AGL）]，B、C、D类空域（低于约400 英尺至500英尺AGL）（FAA第8260.3号命令，经修订）或在设施地图规定高度以下的低空授权和通知能力（LAANC）指定区域内。 1.1.1 预计所遇到的流量将是合作流量和非合作流量- 合作交通、仪表飞行规则（IFR）和目视飞行规则（VFR），主要包括低空飞机，包括旋翼机、小型通用航空、农作物喷粉机、超轻型飞机和轻型运动飞机，但不包括运输类飞机。 1.1.2 这包括但不限于几乎所有飞机都需要的空域 2. 合作（例如，在美国的模式C面纱内）。 1.2 适用性的最终确定将由相应的民航局（CAA）决定。 1.3 本规范假设没有向UA提供空中交通管制（ATC）分离服务。 1.4 虽然由于外部条件，某些建筑可能存在限制，但本规范适用于白天和夜间，以及视觉气象条件（VMC）和仪器气象条件（IMC）。 系统集成商应记录系统限制（即，由于运行环境和/或空中图像不再有效的最低高度）。 1.5 本规范适用于无人机系统（UAS）对有机组飞机的避让，而不是UA对UA或地形/障碍物/空域的避让（这两个问题将在未来的工作中解决）。同样，鸟类或自然灾害（例如，天气、云）的避免要求也没有得到解决。 1.6 本规范未定义特定的检测和避免（DAA）体系结构 3. 并且与体系结构无关。然而，它将为DAA系统定义特定的安全性能阈值，以确保安全运行。 1.7 本规范阐述了证明符合本规范的定义和方法，以及许多考虑因素（例如，探测范围、满足清晰要求的时间线和接近中间值- 空中碰撞（NMAC）安全目标）。 1.8 该规范强调了系统的不同方面是如何设计和相互关联的，以及它们如何影响更大的UAS系统，以使开发人员能够在其特定UAS应用程序的上下文中做出明智的决策。 1.9 预计本规范将由不同的贡献者或参与者使用，包括但不限于: 1.9.1 DAA系统设计者和集成商， 1.9.2 传感器供应商， 1.9.3 UA开发者， 1.9.4 控制站设计师， 1.9.5 UAS服务供应商，以及 1.9.6 飞行控制设计师。 1.10 除DAA系统集成商外，本规范中的所有“应”均适用，本规范的所有方面并非与所有参与者/贡献者相关。在某些情况下，最有可能满足需求的行为体已在需求后的括号中确定； 这只是为了提供信息，并不表示只有该参与者可以满足该要求。如果未指定，则假定系统集成商/申请人是主要参与者；在所有情况下，系统集成商/申请人负责所有需求，并可以选择将适合于系统设计的需求委托给其他人。尽管如此，熟悉整个规范将告知所有参与者/贡献者他们的贡献如何影响总体DAA能力，并强烈建议。 1.11 以国际单位制或英寸磅单位表示的数值应单独视为标准值。每个系统中所述的值不一定完全相等；因此，为了确保符合标准，每个系统应独立使用，两个系统的值不得合并。 1.12 本标准并不旨在解决与其使用相关的所有安全问题（如有）。本标准的使用者有责任在使用前建立适当的安全、健康和环境实践，并确定监管限制的适用性。 1.13 本国际标准是根据世界贸易组织技术性贸易壁垒（TBT）委员会发布的《国际标准、指南和建议制定原则决定》中确立的国际公认标准化原则制定的。

1.1 This specification applies to uncrewed aircraft (UA) with a maximum dimension (for example, wingspan, disc diameter) ≤ 25 ft, operating at airspeeds below 100 kts, and of any configuration or category. It is meant to be applied in a “lower risk” [low- and medium-risk airspace as described by Joint Authorities for Rulemaking on Unmanned Systems (JARUS)] airspace environment with assumed infrequent encounters with crewed aircraft; this is typically in classes G and E airspace [below about 1200 ft above ground level (AGL)], Class B, C, D (below approximately 400 ft to 500 ft AGL) below obstacle clearance surface (FAA Order 8260.3, as amended) or within low altitude authorization and notification capability (LAANC) designated areas below the altitude specified in the facility map. 1.1.1 Traffic encountered is expected to be mixed cooperative and non-cooperative traffic, instrument flight rules (IFR) and visual flight rules (VFR), and to mostly include low-altitude aircraft—including rotorcraft, small general aviation, crop dusters, ultralights, and light sport aircraft, but not transport category aircraft. 1.1.2 This includes, but is not limited to, airspace where nearly all aircraft are required 2 to be cooperative (for example, within the Mode C veil in the United States). 1.2 Ultimate determination of applicability will be governed by the appropriate civil aviation authority (CAA). 1.3 This specification assumes no air traffic control (ATC) separation services are provided to the UA. 1.4 While some architectures may have limitations due to external conditions, this specification applies to daytime and nighttime, as well as visual meteorological conditions (VMC) and instrument meteorological conditions (IMC). The system integrator shall document system limitation (that is, due to operating environments and/or minimum altitudes at which the air picture is no longer valid). 1.5 This specification is applicable to the avoidance of crewed aircraft by uncrewed aircraft systems (UAS), not UA-to-UA or terrain/obstacle/airspace avoidance (both to be addressed in future efforts). Likewise, birds or natural hazard (for example, weather, clouds) avoidance requirements are not addressed. 1.6 This specification does not define a specific detect and avoid (DAA) architecture 3 and is architecture agnostic. It will, however, define specific safety performance thresholds for a DAA system to meet in order to ensure safe operation. 1.7 This specification addresses the definitions and methods for demonstrating compliance to this specification, and the many considerations (for example, detection range, required timeline to meet well clear, and near mid-air collision (NMAC) safety targets) affecting DAA system integration. 1.8 The specification highlights how different aspects of the system are designed and interrelated, and how they affect the greater UAS system-of-systems to enable a developer to make informed decisions within the context of their specific UAS application(s). 1.9 It is expected this specification will be used by diverse contributors or actors including, but not limited to: 1.9.1 DAA system designers and integrators, 1.9.2 Sensor suppliers, 1.9.3 UA developers, 1.9.4 Control Station designers, 1.9.5 UAS service suppliers, and 1.9.6 Flight control designers. 1.10 Except for DAA system integrators for whom all the “shalls” in this specification apply, not all aspects of this specification are relevant to all actors/contributors. In some instances, the actor most likely to satisfy a requirement has been identified in brackets after the requirement; this is for informative purposes only and does not indicate that only that actor may fulfill that requirement. Where not specified, the system integrator/applicant is assumed to be the primary actor; in all cases, the system integrator/applicant is responsible for all requirements and may choose to delegate requirements as is suitable to the system design. Nonetheless, familiarity with the entire specification will inform all actors/contributors of how their contributions affect the overall DAA capability and is strongly recommended. 1.11 The values stated in either SI units or inch-pound units are to be regarded separately as standard. The values stated in each system are not necessarily exact equivalents; therefore, to ensure conformance with the standard, each system shall be used independently of the other, and values from the two systems shall not be combined. 1.12 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use. 1.13 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.