ASTM F2849-10(2019)

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: F2849 −10 (Reapproved 2019)
Standard Practice for
Handling of Unmanned Aircraft Systems at Divert Airfields
This standard is issued under the fixed designation F2849; 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 (´) indicates an editorial change since the last revision or reapproval.
1. Scope an unmanned aircraft at an airfield not equipped or trained to
handlethattypeofaircraftandtopreventunintentionaldamage
1.1 This practice identifies and describes equipage and
to the aircraft once it lands. It is intended for use by unmanned
procedures for safely handling unmanned aircraft forced to
aircraft equipment designers, procedures developers, and
recover at alternate or diversionary airfields where personnel
ground personnel.
trained in recovering that type of aircraft may not be present. It
is intended to apply to fixed-wing unmanned aircraft conduct-
4. Mission Planning Procedures
ing non-visual line-of-sight operations. It is intended to estab-
lish common locations, labeling, and functions of equipment
4.1 If mission requirements allow, alternate or divert air-
necessary to safely power down the aircraft without damaging
fields shall be planned within gliding distance of any point
it and common procedures for untrained personnel to follow to
along the planned route of flight. This is dependent upon a
contact the owner of the aircraft. It addresses mission planning
number of factors including—but not limited to—geographic
procedures, automated functions, and manual functions/
location of flight operations (for example, austere operating
handling procedures in the preflight, in-flight, and post-flight
environment or maritime operations with few available air-
phases, respectively.
fields)andmissionflightprofile.Ifmissionplanninganddivert
airfield accommodations are in conflict, mission requirements
1.2 This international standard was developed in accor-
shall take priority over divert airfield planning.
dance with internationally recognized principles on standard-
ization established in the Decision on Principles for the
4.2 Gliding distance is defined as aircraft altitude above
Development of International Standards, Guides and Recom-
ground level (absolute altitude minus 1000 ft for pattern
mendations issued by the World Trade Organization Technical
altitude)timesitslifttodragratio(L/D).Zerowind,allengines
Barriers to Trade (TBT) Committee.
out, and 50 % fuel onboard are assumed.Aircraft configuration
(for example, stores on wings) should be taken into account
2. Referenced Documents
when determining the L/D ratio to be used for a flight segment.
2.1 ASTM Standard:
4.3 Selected airfields shall be capable (for example, runway
F2395 Terminology for Unmanned Aircraft Systems (With-
length, width, bearing strength) of accommodating recovery of
drawn 2014)
4 the aircraft in its planned configuration.
2.2 Other Standard:
ICAO Annex 1, Chapter 1
4.4 Contact information for the alternate airfields shall be
updated and made available to the pilot for use during flight.
3. Significance and Use
3.1 This practice is written to preclude damage or injury to
5. Automated Functions
propertyandpersonnelintheeventofanunplannedlandingby
5.1 Ataminimum,theaircraftshallbeabletorecognizeand
report the condition of not being capable of maintaining level
This practice is under the jurisdiction ofASTM Committee F38 on Unmanned
flightatitsmissionaltitudeoratareducedaltitude(thatis,sink
Aircraft Systems and is the direct responsibility of Subcommittee F38.02 on Flight
rate at reduced or full power). This condition shall trigger the
Operations.
aircraft’s flight control computer to enter a “divert mode” (that
Current edition approved Feb. 1, 2019. Published February 2019. Originally
approved in 2010. Last previous edition approved in 2010 as F2849–10. DOI:
is, a subset of its contingency mode) of functioning. Excep-
10.1520/F2849–10R19.
tional conditions where a sink rate exists at full power under
For referenced ASTM standards, visit the ASTM website, www.astm.org, or
normal operating conditions, for example, when encountering
contact ASTM Customer Service at service@astm.org. For Annual Book of ASTM
mountainwaveeffects,shouldalsoberecognizable.Theremay
Standards volume information, refer to the standard’s Document Summary page on
the ASTM website.
be other contingencies such as environmental conditions,
The last approved version of this historical standard is referenced on
system-specific issue, or other factors which trigger the divert
www.astm.org.
mode as well. This is only meant to describe a minimum level
Available from International Civil Aviation Organization (ICAO), 999 Robert-
Bourassa Boulevard, Mont
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