Designation: F2500 − 07

Standard Practice for

Unmanned Aircraft System (UAS) Visual Range Flight

Operations1

This standard is issued under the fixed designation F2500; 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 practice prescribes guidelines that govern the

visual flight operation of unmanned aircraft systems in civil

airspace in order to provide for the safe integration of unmanned aircraft flight operations with manned aircraft flight

operations.

1.2 This practice applies to those operations conducted for

civil purposes other than sport or recreation that remain within

the visual range of the pilot in command (see Terminology

F2395 for a definition of “visual range”).

1.3 This practice complies with the known rules,

regulations, and public law available at the time of its publication. Should any conflict with a rule, regulation, or public

law arise, the user must comply with rule and should notify

ASTM of the conflict.

1.4 This practice only prescribes accepted methods for

visual range flight operation of unmanned aircraft systems.

1.5 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 and health practices and determine the applicability of regulatory limitations prior to use.

2. Referenced Documents

2.1 ASTM Standards:2

F2395 Terminology for Unmanned Aircraft Systems

2.2 Federal Regulations:3

14 CFR Part 43

14 CFR Part 71

14 CFR Part 73

14 CFR Part 91

14 CFR Part 93

14 CFR Part 99

AFS800HB, 8700.1, FSGA 94-12 Procedures Drug/Alcohol

Testing, Joint Flight Standards Information Bulletin for

Air Transportation (FSAT), General Aviation (FSGA), and

Airworthiness (FSAW), FSAT 94-18, FSGA 94-12, and

FSAW 94-50, Procedures for Reporting of Alcohol or

Drug Test Results and Refusals to Submit to Testing by

Flight Crewmembers to CAMI, November 18, 1994

3. Terminology

3.1 Definitions of Terms Specific to This Standard:

3.1.1 mile(s)—in this document, “mile” refers to nautical

miles.

4. Summary of Practice

4.1 This practice prescribes additional methods for safe,

visual range flight operations of unmanned aircraft systems,

including flight procedures, aircraft system requirements, pilot

license or certificate requirements, maintenance requirements,

and special flight operations.

5. Significance and Use

5.1 Safe operation of the unmanned aircraft is of the

primary importance to the unmanned aircraft industry and for

successful integration of unmanned aircraft with manned

aircraft in civil airspace. Operators and pilots-in-command of

unmanned aircraft systems shall comply with applicable Federal Aviation Regulations (14 CFR Part 43, 14 CFR Part 71, 14

CFR Part 73, 14 CFR Part 91, 14 CFR Part 93, and 14 CFR

Part 99). This standard includes the minimum additional

methods that should be followed by unmanned aircraft system

operators, including pilots-in-command, on every visual range

flight to ensure the safe operation of the aircraft and safety of

people and property in the air and on the ground. This visual

range flight operation standard shall be used in conjunction

with appropriate unmanned aircraft system airworthiness and

pilot qualification standards.

6. General Methods

6.1 Applicability:

1 This practice is under the jurisdiction of ASTM Committee F38 on Unmanned

Aircraft Systems and is the direct responsibility of Subcommittee F38.02 on Flight

Operations.

Current edition approved June 1, 2007. Published June 2007. DOI: 10.1520/

F2500-07. 2 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’s Document Summary page on

the ASTM website. 3 Available from Federal Aviation Administration (FAA), 800 Independence

Ave., SW, Washington, DC 20591, http://www.faa.gov.

Copyright © ASTM International, 100 Barr Harbor Drive, PO Box C700, West Conshohocken, PA 19428-2959. United States

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6.1.1 This standard prescribes methods governing the operation of unmanned aircraft systems operating within visual

range of the pilot-in-command.

6.1.2 This standard is intended for visual range flight

operations of unmanned aircraft systems for other than sport or

recreation.

6.2 Pilot Qualifications:

6.2.1 The pilot in command of a UAS operating under this

standard shall have an approved4 license or certificate with the

appropriate ratings and limitations for that UAS.

6.3 Responsibility and Authority of the Pilot in Command:

6.3.1 The pilot-in-command of an UAS is directly responsible for, and is the final authority as to, the safe operation of

that aircraft.

6.3.2 In an in-flight emergency requiring immediate action,

the pilot-in-command may deviate from any guideline of this

standard, or applicable Civil Aviation Authority (CAA)

regulations, to the extent required in order to meet the

conditions of that emergency and shall, when applicable,

advise the appropriate airspace controlling agency of his/her

intentions or actions as soon as possible once the conditions of

the emergency are satisfied and further deviation is no longer

necessary.

6.3.3 Each pilot-in-command that deviates from a regulation under 6.3.2 shall, upon request of the Administrator or

representative, send a written report of the deviation to the

Administrator.

6.3.4 Deviations under 6.3.2 shall always minimize the risk

to people or property, even if the choice increases the risk to

the UAS.5

6.4 UAS Airworthiness:

6.4.1 The pilot-in-command of the UAS is responsible for

determining whether that aircraft and associated systems are in

condition for safe flight. The pilot-in-command shall discontinue the flight when unairworthy conditions occur.

6.4.2 The operator will ensure the UAS conforms to an

approved airworthiness standard, or an airworthiness

certificate, and is appropriately registered for use.

6.5 Careless or Reckless Operation:

6.5.1 No person may operate an aircraft in a careless or

reckless manner so as to endanger life or property of another.

6.6 Dropping Objects:

6.6.1 No pilot-in-command of a UAS may allow any object

to be dropped from that aircraft in flight that creates a hazard

to persons or property. However, this section does not prohibit

the dropping of any object if reasonable precautions are taken

to avoid injury or damage to persons or property. The pilot-incommand shall ensure the drop area remains clear throughout

the operation.

6.6.2 The operator of a UAS must take all reasonable

precautions to prevent the inadvertent release of the objects.

6.7 Alcohol and Drugs—No person may act or attempt to

act as pilot-in-command of a UAS:

6.7.1 Within 8 h after the consumption of any alcoholic

beverage,

6.7.2 While under the influence of alcohol,

6.7.3 While using any drug or medication that affects the

person’s faculties in any way contrary to safety, or

6.7.4 While having 0.04 % by weight or more alcohol in the

blood. (See AFS800HB, 8700.1, FSGA 94-12.)

7. Flight Guidelines

7.1 Preflight Action—Each pilot in command shall, before

beginning a flight, become familiar with all available information concerning that flight. This information shall include (at a

minimum):

7.1.1 Appropriate weather observations, reports, or

forecasts, or a combination thereof, for the operating area and

expected duration of the flight,

7.1.2 Proximity to airports and airspace defined in 7.7-7.12

of this standard,

7.1.3 Location of emergency landing areas,

7.1.4 Maintenance and inspection records,

7.1.5 Pilot Operating Handbooks,

7.1.6 All applicable notices to airmen (NOTAMs) as published by the CAA for the duration of the flight operations,

7.1.7 Conduct the UAS pre-flight inspection IAW the pilot’s

operating handbook, and

7.1.8 Verify the absence of electromagnetic interference in

the operating area in the planned frequency range.

7.2 Night Operation—Night operations require that:

7.2.1 The pilot-in-command of the UAS is rated for night

operations, and

7.2.2 The UAS is configured and properly lighted for night

operation.

7.3 Operating Near Other Aircraft—No UAS may operate

so close to another aircraft, manned or unmanned, so as to

create a collision hazard. No UAS may operate in formation

flight except by arrangement with the pilot-in-command of

each aircraft in the formation.

7.4 Right-of-Way—The pilot-in-command shall follow the

right of way rules given in 14 CFR Part 91.113. When there is

doubt, always maneuver to avoid a collision.

7.5 Minimum Safe Altitudes:

7.5.1 Except when necessary for takeoff and landing, UAS

operations are to be conducted at altitudes that permit the

pilot-in-command to conduct an emergency landing without

undue hazard to persons or property.

7.5.2 When determining safe separation from obstacles

during the operation, the pilot shall consider his vehicle size,

weight, and speed when determining the safe distance from

people and property that are not associated with the operation.

7.6 Maximum Altitudes—Visual range flight operations normally remain within Class G airspace. Pilots shall not operate

the aircraft at an altitude where they can no longer provide

visual collision avoidance.

4 In this standard, “approved” means approved by the administrator CAA, his

designated representative, or by an organization recognized by the CAA to do so. 5 For example, in the event of an engine failure, the UAS pilot may choose to

perform the emergency landing in a rough field or trees rather than land on a

highway with traffic present.

F2500 − 07

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7.7 Operating On or In the Vicinity of an Airport in Class G

Airspace:

7.7.1 Operations on an airport in Class G airspace are

prohibited without approval of that airport’s authority/

management.

7.7.2 Operations within 3 miles from center of a public

airport in Class G airspace are prohibited without notification

and approval of that airport’s authority/management.

7.7.3 Operations within 1 mile from center of a charted,

private airport in Class G airspace shall make a reasonable

effort to notify the owner prior to the operation.

7.7.4 The operator shall publish a NOTAM or post a notice

at the airfield concerning the operation.

7.8 Controlled Airspace—Operations, under this standard,

within Class A, B, C, D, and E airspace are prohibited without

prior approval of the controlling authority.

7.9 Special Use Airspace:

7.9.1 Operations within prohibited areas, restricted areas,

national security areas, and warning areas are prohibited

without prior approval of the using or controlling authority as

appropriate.

7.9.2 Operations within active military operating areas,

military training routes, alert areas, or controlled firing areas

are allowed, but the pilot should exercise extreme caution.

When possible, schedule UAS operations to coincide with

minimal levels of activity, or contact the controlling agency for

traffic advisories.

7.10 Temporary Flight Restrictions—UAS operations shall

observe all temporary flight restrictions designated in CAA

NOTAMs. Operations are prohibited without prior approval of

the controlling authority.

7.11 Special Flight Rules Areas—Operations within airspace designated as special flight rules areas are prohibited

without prior approval of the controlling authority.

7.12 Air Defense Identification Zones—Operations into,

within or out of air defense identification zones are prohibited

without prior approval of the controlling authority.

7.13 Fuel/Energy Requirements—UAS operators shall not

plan to fly with less than 15 % of total endurance for either

propulsion or control systems.

7.14 Visibility Minimums—Obstructions to visibility include

but are not limited to weather, buildings, and ground environment such as trees and hills. These variables can affect the

operation in several unanticipated ways and precludes establishing a numerical requirement. This requires the pilot to

evaluate each flight independently. Visual range flight operations require sufficient visibility for the pilot-in-command to

maintain control of the UAS at all times, establish required

minimum safe altitude of the UAS, maintain required clearance

with all aircraft and obstacles, and remain clear of clouds.

7.15 Flight Logs—The operator shall maintain the flight

logs for the UAS. These may include aircraft, control system,

pilot, or operator logbooks, or a combination thereof. At a

minimum, the operator shall record date, aircraft identification,

total flight time, number of landings, flight description, incidents or mishaps, maintenance discrepancies, and pilot’s name.

See Appendix X1 for an example logbook format. The logbook

may be in electronic format and must be available to inspect

upon request of an inspector or representative of the governing

body.

7.16 Pilot Operating Handbook—Operators under this standard shall have, and reference, a Pilot Operating Handbook for

the UAS system. Operators are responsible for the quality of

materials and construction under this standard. Operators who

construct more than 51 % of their UAS may provide their own

Pilot Operating Handbook.

8. Equipment and Documentation Requirements

8.1 Equipment Requirements—The following equipment requirements are based on an operational necessity and may or

may not be part of the UA or addressed in the UAS airworthiness documentation. They are included here for operational

safety.

8.1.1 A UAS operating under this standard must have an

instrument(s) which will provide the pilot in command with an

indication(s) of remaining UAS endurance.

8.1.2 Operations above 400 ft above ground level (AGL)

require an altitude measuring device and an automatic altitude

hold function.

8.2 Documentation Required—Anyone operating a UAS

under this standard shall maintain documentation that the UAS

meets approved airworthiness standards and that the pilot is

appropriately trained and qualified.

9. Special Flight Operations

9.1 Training—UAS flight training performed under this

standard shall be conducted at an approved flying facility or

over an appropriate, sparsely populated area.

9.2 Flight Test—UAS airworthiness flight testing, including

maintenance check flights, performed under this standard shall

be conducted over sparsely populated areas.

10. Maintenance

10.1 Operation After Maintenance, Preventive

Maintenance, Rebuilding or Alterations:

10.1.1 The operator will assure that work is performed by

people authorized to do the work and documented in the

appropriate logs.

10.1.2 Any action affecting airworthiness shall require a

maintenance check flight prior to resuming for-hire operations.

10.2 Inspections—The operator must comply with the periodic inspection requirements listed in the appropriate maintenance manuals. The inspection may be conducted by the

builder or a maintenance technician qualified on that type of

UAS. The inspector shall use the inspection checklist approved

in the UAS’ airworthiness records. An inspection log shall be

maintained and kept with the UAS.

10.3 Maintenance Records—Maintenance records shall be

maintained and kept with the UAS. The records shall at least

contain the name of the mechanic, the certificate or other

authorization of the mechanic, the maintenance action or the

discrepancy and corrective action, and the date of completion.

F2500 − 07

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The mechanic shall sign the log to indicate completion in

accordance with the aircraft manuals.

10.4 Transfer of Records—Maintenance and inspection records must be transferred to any new operator of the UAS, if

that UAS is to be used in for-hire applications. Flight log

information must also be passed such that the new operator

knows the total flight time accrued and any incidents that might

affect airworthiness. Any aircraft deemed un-repairable must

have logs so noted before transfer or discarding.

11. Keywords

11.1 flight; operation; UAS; visual range

ANNEX

(Mandatory Information)

A1. SAMPLE OPERATIONS CHECKLISTS

A1.1 Flight Operation Checklists —Flight operations

checklists are typically separated into six phases of flight

checks which are Pre-Flight, Control Systems Check, Before

Take Off, In-Flight Operations, Landing, and Post-Flight Operations. Any checklist will vary based on the complexity of

the specific UAS. This sample is provided for guidance only.

A1.1.1 Pre-Flight:

A1.1.1.1 Before the first flight of the day, all transmitter,

on-board aircraft, and camera batteries are fully charged.

Review appropriate maintenance logs.

A1.1.1.2 Check all control surfaces, that is, rudder, elevator

and ailerons for signs of damage, loose hinges, and overall

condition.

A1.1.1.3 Check the control linkages are secure and the

condition of the control horns and brackets.

A1.1.1.4 Check the wing to make sure it is in good

structural condition and properly secured and aligned to the

airframe.

(1) Check the motor/engine and mounting system to make

sure it is firmly attached to the airframe.

A1.1.1.5 Check the propeller for chips, cracks, looseness

and any deformation.

A1.1.1.6 Check the landing gear for strut damage, secure

attachment to the airframe, and the wheels are in good shape

and rotate freely.

A1.1.1.7 Check that the servos are firmly attached to the

airframe and all receiver connections are secure.

A1.1.1.8 Check all electrical connections making sure they

are plugged in and secured to the airframe.

A1.1.1.9 Check that the payload equipment and mounting

system are secure and operational.

A1.1.1.10 Perform an overall visual check of the aircraft

prior to arming any power systems.

A1.1.1.11 Repair or replace any part found to be unairworthy in the pre-flight prior to take-off.

A1.1.2 Control Systems Check:

A1.1.2.1 Make every effort to assure that no one is using

your radio’s frequency in the vicinity before turning on your

transmitter.

A1.1.2.2 Make sure that all of your body parts, clothing,

other obstructions, and bystanders are well away from any

propeller and its arc before turning power on to any systems.

Make sure the aircraft is secure and will not move if the motor

was suddenly powered up.

A1.1.2.3 Outloud—“CLEAR PROP.”

A1.1.2.4 Turn on the transmitter. If it displays information

such as aircraft memory and battery voltage, be sure these

numbers are correct.

A1.1.2.5 Make sure that the throttle stick on the transmitter

is in the power off position.

A1.1.2.6 Connect the battery or turn on the power switch to

the aircraft, or both.

A1.1.2.7 Turn the transmitter off. If the control surfaces are

moving about, someone else is on your frequency or there is

another interference source close enough to abort the flight.

A1.1.2.8 Turn the transmitter back on if the control surfaces

were normal.

A1.1.2.9 Check for proper operation of control surfaces.

A1.1.2.10 Elevator stick back—elevator up, stick

forward—elevator down.

A1.1.2.11 Looking from behind the aircraft: Rudder stick

left—rudder left, stick right—rudder right.

A1.1.2.12 Looking from behind the aircraft: Aileron stick

left—left aileron up, right aileron down. Aileron stick right—

right aileron up and left aileron down.

A1.1.2.13 Make sure that all servos are steady and not

chattering or making any other abnormal noise when in

operation or idle.

A1.1.2.14 Check the motor/engine for proper operation.

Firmly secure the aircraft and gradually increase the throttle to

full power and back down to idle—checking for lack of thrust,

vibration or other possible anomalies. Check that the motor

stops completely when the throttle stick is at the power off

position, and the prop brake (if activated) is working properly.

A1.1.2.15 Payload equipment power is on. Check to make

sure the triggering device is working correctly.

A1.1.2.16 Follow the recommended procedures as outlined

in your radio transmitter/receiver owners manual for the proper

field range test.

A1.1.3 Before Take Off:

A1.1.3.1 Transmitter antenna is fully extended.

A1.1.3.2 Transmitter trim settings in proper position.

A1.1.3.3 Receiver antenna is fully extended.

F2500 − 07

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A1.1.3.4 Check that the take off area is clear of obstructions

and people.

A1.1.3.5 Double check wind direction and review potential

emergency landing areas.

A1.1.3.6 Set flight timer alarm.

A1.1.3.7 Outloud—“TAKE OFF.”

A1.1.3.8 Launch aircraft.

A1.1.4 In-Flight:

A1.1.4.1 Climb to a safe altitude and check control systems

away from potential hazards. Reset trims if necessary.

A1.1.4.2 Keep aircraft at a safe operating distance from

people and buildings.

A1.1.4.3 If aircraft must be flown over buildings or people,

make every effort to minimize that time.

A1.1.4.4 Continually scan the flight and ground areas for

potential hazards.

A1.1.5 Landing:

A1.1.5.1 Check the control systems and make sure the trims

are set that if necessary, an emergency abort of the landing can

be made.

A1.1.5.2 Scan landing area for potential obstruction hazards

and recheck wind conditions.

A1.1.5.3 Outloud—“LANDING.”

A1.1.5.4 Always be prepared to go around.

A1.1.5.5 Carefully land the aircraft away from obstructions

and people.

A1.1.6 Post-Flight:

A1.1.6.1 Turn the power off to the aircraft or disconnect the

batteries, or both.

A1.1.6.2 Turn off the transmitter.

A1.1.6.3 Turn the power off to the payload equipment.

A1.1.6.4 Visually check aircraft for signs of damage or

excessive wear, or both.

A1.1.6.5 Remove the batteries.

A1.1.6.6 Secure the aircraft.

APPENDIX

(Nonmandatory Information)

X1. SAMPLE FLIGHT AND MAINTENANCE LOGS

X1.1 Fig. X1.1 shows an example of a flight log. This

particular log also requires the use of an aircraft Maintenance

Log (see Fig. X1.2).

X1.2 Fig. X1.2 shows an example of a maintenance log.

This particular log also requires the use of a Pilot’s Log (see

Fig. X1.1).

F2500 − 07

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Crew Member Date Aircraft Function Type Start Time End Time Total Time Launch Quantity La

Qu

Experience Summary Brought Fwd Hours

This Page

Quantity This Page 

Type Hours Launch Landing Launch Landing HAutonomous (A) Autonomous (A)Ground (G) Ground (G)Launch System (L) Launch System (L)Manual (M) Manual (M)Simulator (S) Simulator (S)

UAV System Experience Logbook Chief Controller Signature

on page completion

FIG. X1.1 Sample Pilot Flight Log

6

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Date Aircraft Avionics Airframe Engine Archive Wing Mount 

Descriptions 

Aircraft Modifications since last flight: Checks 

Before FlightEngine

Initials: Avionics

Flight Objectives: Mid Bay

AssemblyMet Ground CheckRunway

Initials: Start

Flight Notes: After Flight

GndbaseAircraft

Meteo

Reference 

PPTTUU

Initials: # 

Maintenance Comments: Oil Fuel 

Start S S End E E Change C C 

Hours Avionics 

This flightTTISTSO

Initials: Total Cycles

FIG. X1.2 Sample Maintenance Log

7

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