ASTM F2910-22

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Designation: F2910 − 14 F2910 − 22
Standard Specification for
Design and Construction of a Small Unmanned Aircraft
System (sUAS)
This standard is issued under the fixed designation F2910; 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
1.1 This specification defines the design, construction, and test requirements for a small unmanned aircraft system (sUAS).
1.2 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 safety, health, and healthenvironmental practices and determine the
applicability of regulatory limitations prior to use.
1.3 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.
2. Referenced Documents
2.1 ASTM Standards:
F2908 Specification for Unmanned Aircraft Flight Manual (AFM)(UFM) for a Small an Unmanned Aircraft System
(sUAS)(UAS)
F2909 PracticeSpecification for Maintenance and Continued Airworthiness of SmallLightweight Unmanned Aircraft Systems
(sUAS)
F2911 Practice for Production Acceptance of a Small Unmanned 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)
F3060 Terminology for Aircraft
F3341/F3341M Terminology for Unmanned Aircraft Systems
3. Terminology
3.1 Definitions of Terms Specific to This Standard:Unique and Common Terminology—Terminology used in multiple standards
is defined in F3341/F3341M, UAS Terminology Standard and F3060, Aircraft Terminology Standard. Terminology that is unique
to this specification is defined in this section.
3.1.1 continued safe flight, n—a condition whereby a UA is capable of continued safe flight, possibly using emergency procedures,
without requiring exceptional pilot skill. Upon landing some UA damage may occur as a result of a failure condition.
This specification is under the jurisdiction of ASTM Committee F38 on Unmanned Aircraft Systems and is the direct responsibility of Subcommittee F38.01 on
Airworthiness.
Current edition approved Jan. 15, 2014Oct. 1, 2022. Published January 2014December 2022. Originally approved in 2014. Last previous edition approved in 2014 as
F2910–14. DOI: 10.1520/F2910-14.10.1520/F2910-22.
For referenced ASTM standards, visit the ASTM website, www.astm.org, or contact ASTM Customer Service at service@astm.org. For Annual Book of ASTM Standards
volume information, refer to the standard’sstandard’s Document Summary page on the ASTM website.
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3.1.2 launch and recovery load, n—those loads experienced during normal launch and recovery of the UA.
3.1.3 limit load, n—those loads experienced in the normal operation and maintenance of the UA.
3.1.4 manufacturer, n—entity responsible for assembly and integration of components and subsystems to create a safe operating
sUAS.
3.1.5 permanent deformation, n—a condition whereby a UA structure is altered such that it does not return to the shape required
for normal flight.
3.1.6 propulsion system, n—consists of one or more power plants (for example, a combustion engine or an electric motor and, if
used, a propeller or rotor) together with the associated installation of fuel system, control and electrical power supply (for example,
batteries, electronic speed controls, fuel cells, or other energy supply).
3.1.7 small unmanned aircraft system, sUAS, n—composed of the small unmanned aircraft (sUA) and all required on-board
subsystems, payload, control station, other required off-board subsystems, any required launch and recovery equipment, and
command and control (C2) links between the sUA and the control station. For purposes of this standard sUAS is synonymous with
a small Remotely Piloted Aircraft System (sRPAS) and sUA is synonymous with a small Remotely Piloted Aircraft (sRPA).
3.1.8 structural failure, n—a condition whereby the structure is not able to carry normal operating loads.
3.1.9 supplier, n—any entity engaged in the design and production of components (other than a payload which is not required for
safe operation of the sUAS) used on a sUAS.
3.1.9.1 Discussion—
Where the supplier is not the manufacturer, the supplier can only ensure that the components comply with accepted consensus
standards.
3.2 Shall versus Should versus May—Use of the word “shall” implies that a procedure or statement is mandatory and must be
followed to comply with this standard, “should” implies recommended, and “may” implies optional at the discretion of the
supplier, manufacturer, or operator. Since “shall” statements are requirements, they include sufficient detail needed to define
compliance (for example, threshold values, test methods, oversight, reference to other standards). “Should” statements are provided
as guidance towards the overall goal of improving safety, and could include only subjective statements. “Should” statements also
represent parameters that could be used in safety evaluations, and could lead to development of future requirements. “May”
statements are provided to clarify acceptability of a specific item or practice, and offer options for satisfying requirements.
4. Applicability
4.1 This standard is written for all sUAS that are permitted to operate over a defined area and in airspace authorized by a
nation’snation’s governing aviation authority (GAA). It is assumed that a visual observer(s) will provide for the sense-and-avoid
requirement to prevent collisions with other aircraft and that the maximum range and altitude at which the sUAS can be flown at
will be specified by the nation’s GAA. Unless otherwise specified by a nation’s GAA this standard applies only to UA that have
a maximum takeoff gross weight of 55 lb/25 kg or less.
5. Requirements
5.1 General:
5.1.1 The sUAS shall be designed and constructed to meet sUAS limitations and performance capabilities required by the nation’s
GAA.
5.1.2 The sUA shall be designed and constructed so that the maximum level flight speed cannot exceed the maximum airspeed
authorized by the nation’s GAA. In addition, the maximum level flight airspeed should not exceed an airspeed that would prevent
the sUA from remaining within the confines of the defined operational area without excessive maneuvering or exceptional pilot
skill.
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5.1.3 The sUAS shall be designed using appropriate and reasonable engineering design and verification techniques. Test shall be
conducted in accordance with section 5.11 to verify that the design requirements have been satisfied and the results of the tests
recorded and available for future reference.
5.1.4 The sUAS shall be designed and constructed to initialize in a known, safe state when power is applied.
5.1.5 The sUA should be designed and constructed to minimize the likelihood of fire, explosion, or the release of hazardous
chemicals, materials, and flammable liquids or gasses, or a combination thereof, in flight or in the event of a crash, hard landing,
or ground handling mishap. This includes, but is not limited to: containing the fire if the sUA crashes; protecting first responders
from hazards at the crash site; use of flame resistant materials; suppression of in-flight fires; and protection against battery-induced
fires.
5.1.6 During the design process, the manufacturer shall determine the permissible range of weight and positions of the center of
gravity of the sUA. The sUA shall then be designed and constructed to ensure that the center of gravity remains within this
permissible weight and range for all intended payloads, fuel, batteries, and other onboard items. If removing/adding ballast is
permitted, the sUAS aircraft flight manual shall include instructions with respect to loading, marking, and securing of removable
ballast and ensuring the center of gravity remains within limits that can be controlled by the control system and ensures adequate
aerodynamic stability. The aircraft flight manual shall have a method to verify or calculate CG location.
5.1.7 During the design process, the manufacturer shall determine the maximum takeoff gross weight and minimum operational
empty weight for the sUA.
5.1.8 The sUAS should be designed and constructed to minimize injury to persons or damage to property during operation.
5.1.8.1 Designs that use exposed, rigid sharp structural objects should be minimized. For those systems that might have
components capable of causing injury due to misuse or mishandling, a warning/caution statement should be added to the aircraft
flight manual alerting the crew to the risk.
5.1.8.2 The sUA shall be designed so that the sUA will remain controllable and predictable or capable of performing a safe
recovery maneuver in the event of asymmetric deployment of any single, normal control surface as well as high-lift/drag devices
(trailing edge flaps, leading edge flaps or slats, spoilers, flaperons, and the like).
5.1.9 The sUA shall be designed and constructed so that all fasteners will remain secure over the operational and environmental
range of flight conditions.
5.1.10 The sUA should be designed and constructed so that it is possible to determine quickly that all doors, panels, and hatches
that can be opened are secured before takeoff.
5.1.11 Construction—In addition to construction requirements specified above:
5.1.11.1 The sUAS should incorporate materials that have the strength, corrosion resistance, and durability characteristics
appropriate to the application in the design.
5.1.11.2 Energy absorbing structure should be used wherever possible.
5.1.11.3 Material strength design properties should be based on analysis or testing, or both, determined by the manufacturer/
supplier that confirms these material strength design properties have been achieved. Documentation of this analysis or testing, or
both, should be recorded and available at either the manufacturer’s or supplier’s location (as appropriate) for future reference.
5.2 Structure:
5.2.1 The sUA structure shall be designed and constructed so that:
5.2.1.1 The structure will not fail at 1.5 times the limit loads. This shall be verified either through analysis or testing as determined
by the manufacturer/supplier.
5.2.1.2 Binding, chafing, or jamming of controls do not occur at 1.5 times the limit load threshhold. This shall be verified by test.
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5.2.1.3 The structure can withstand limit loads and launch and recovery loads without permanent deformation.
5.2.2 The sUA and systems required for continued safe flight shall be designed and constructed to be capable of supporting flight
loads predicted by analysis or flight test to be encountered throughout the proposed flight envelope to include atmospheric gusts
or evasive maneuvering loads, or both.
5.2.3 The sUA and systems required for continued safe flight shall be designed and constructed to withstand normal landing
impact loads without damage that would affect safety of flight of subsequent flights unless it can be maintained, repaired, and
inspected as per procedures that will ensure continued safe operation.
5.2.4 The manufacturer shall develop and provide instructions to ensure any damage caused by shipping or handling are identified
prior to flight. These instructions should normally be part of the pre-flight inspection procedures in the aircraft flight manual but
may be included in other instructions as deemed necessary by the manufacturer.
5.3 Propulsion:
5.3.1 The propulsion system (including batteries for electric power plants) shall be designed and constructed to:
5.3.1.1 Operate throughout the flight envelope,
5.3.1.2 Conform to the installation instructions provided by the propulsion system supplier, and
5.3.1.3 Have a positive means to cut off ignition or fuel flow both in-flight and on the ground.
5.3.2 Propulsion system controls and displays at the control station shall be designed and constructed to be adequate to control
the propulsion system safely under all operating conditions as determined by the manufacturer or the engine supplier, or both.
Examples include:
5.3.2.1 Ability to be able to observe whether engine is on or off (corroborated by multiple sensors).
5.3.2.2 Ability to command the engine off quickly.
5.3.2.3 Ability to have a multi-step safeguard in turning the engine on or off.
5.3.2.4 Vital engine instruments as determined by the manufacturer or engine supplier/manufacturer, or both, as necessary to
properly control the engine such as: fuel flow and pressure, RPM, manifold pressure, carburetor icing detector, exhaust
temperature, and cylinder head temperature for combustion engines and current, temperature, etc for electric propulsion (or other
parameters applicable to the propulsion system design).
NOTE 1—May not be applicable for rotorcraft or manually controlled sUAS using simple model aircraft radio control equipment.
5.3.3 Propellers:
5.3.3.1 All propellers should be non-metallic.
5.3.3.2 Propellers (both fixed and variable pitch) should be designed to have adequate structural strength.
5.3.3.3 Provisions shall be made to ensure that the propulsion system shaft and propeller rotational speed do not exceed the value
specified by the supplier.
5.3.4 The propulsion system should be designed to minimize failure for reasons other than insufficient fuel or electrical power and
to support normal operations throughout the anticipated lifecycle of the system or until reaching the manufacturer/supplier-
determined inspection or replacement interval.
5.3.5 Fuel and Oil Systems—For sUA using a combustion propulsion system:
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5.3.5.1 The fuel and oil systems shall be designed and constructed to be capable of supplying fuel and oil to the power plant
throughout the entire flight envelope at the required rate and pressure specified by the propulsion system supplier;
5.3.5.2 The fuel and oil systems shall be designed so that there is a means of determining the amount of fuel and oil on board when
the UA is on the ground, whether via internal sUA systems or external means;
5.3.5.3 Piping, fittings, valves, O-rings, and gaskets used shall be resistant to deterioration caused by fuel, oil, and lubricating
grease;
5.3.5.4 Each fuel system and oil system shall be designed to be able to withstand 1.5 limit loads; and
5.3.5.5 Each fuel system (excluding bladder type systems) shall be designed so that it is vented to the atmosphere and can be
drained when the aircraft is on the ground.
5.3.6 Cooling—Not all sUA require a cooling system. However, if one is necessary the following requirements apply:
5.3.6.1 The cooling system shall be designed and constructed to ensure adequate cooling of the power plant at the highest ambient
temperatures expected during maximum climb rate and cruise operations of the sUA.
5.3.6.2 The cooling system should be designed and constructed so that any air induction system filters can be inspected, serviced,
or replaced, or a combination thereof, as part of r
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