Browse Topic: Air pollution

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test software title CURATDEV-46712345-software3/25/2026
467
TEST TESTSAE-SUP-TEST103/24/2026
TEST https://wcm14-tst.cld.sae.org/site/binaries/content/gallery/mobilus-brx/digital-supplements/software-diagram.png/software-diagram.png/sae%3Amedium
3526 information report arinc standard3526_informationarincstandard (Current)3/5/2026
3526 information report arinc standard
Aviation Maintenance Committee
3526 characteristic3526_characteristicstandard (Historical)3/5/2026
3526 characteristic standard
Aviation Maintenance Committee
3526 specification arinc standard3526_specification (Current)3/5/2026
3526 specification arinc standard
Airlines Electronic Engineering Committee
3526 aerospace information report standard3526_aerospacestandardinfo (Current)3/5/2026
3526 aerospace information report standard
Aviation Maintenance Committee
3526 aerospace standard3526-aerospacestandard (Current)3/5/2026
3526 aerospace standard
Aviation Maintenance Committee
Hard Anodic Coating of Magnesium AlloysAMS2466D (Current)12/9/2025
This specification covers the requirements for a hard anodic coating on magnesium alloys.
AMS B Finishes Processes and Fluids Committee
A Review of Literature on the Relationship Between Gas Turbine Engine Lubricants and Aircraft Cabin Air QualityAIR5784A (Current)11/26/2025
There has been a recent upsurge in interest from the media concerning the quality of the environment within aircraft cabins and cockpits especially in the commercial world. This has included (although by no means been limited to) the air quality, with particular reference to the alleged effects of contamination from the aircraft turbine lubricant. Possible exposure to 'organophosphates' (OPs) from the oil has raised special concerns from cabin crew. Such is the concern that government organisations around the world, including Australia, USA and UK, have set up committees to investigate the cabin air quality issue. Concern was also voiced in the aviation lubricants world at the way in which OP additives in turbine lubricants were being blamed in some reports for the symptoms being experienced by air crew and passengers. SAE Committee E-34 therefore decided that it should gather as much available information on the subject as possible. This would then enable E-34 to participate in debates on the issue and help prevent a potentially erroneous decision regarding the future of OP based additives in turbine lubricants. It would also serve as an indicator of where any additional work may be necessary to properly gauge the role that turbine lubricants, and OP additives, play in cabin air quality. This report summarises recent documentation from the literature on this subject. The contents do not necessarily represent the views of the SAE or any of the members of the study group who produced this review. The literature falls into three categories: - Air quality (Section 5), which includes: future systems to improve air quality and research plans into investigating cabin air quality - Chemistry of turbine lubricants, phosphate esters (Section 6), including evaluation of products found in cabin air and thermal breakdown products of lubricants. - Toxicity evaluation of turbine oils and additives (Section 7).
E-34 Propulsion Lubricants Committee
jms test ingjmsIngestionTest (Historical)5/19/2025
jms test ing
Airlines Electronic Engineering Committee, Aviation Maintenance Committee
Automation Title for Group Code D23PC-Auto-1715022264466 (Current)5/6/2024
Automation Abstract for Group Code D23
Automation Title for Group Code D22PC-Auto-1715022197983 (Current)5/6/2024
Automation Abstract for Group Code D22
Automation Title for Group Code D21: Updated in Authoring: 5/03/24PC-Auto-1714611830430 (Current)5/2/2024
Automation Abstract for Group Code D21. Updated in Authoring: 5/03/24
Automation Title for Group Code D22PC-Auto-1713447343633 (Current)4/18/2024
Automation Abstract for Group Code D22
Airlines Electronic Engineering Committee
Automation Title for Group Code D21PC-Auto-1713447321320 (Current)4/18/2024
Automation Abstract for Group Code D21
Airlines Electronic Engineering Committee
Automation Title for Group Code D21PC-CUR-1232 (Current)4/18/2024
Automation Abstract for Group Code D21
Airlines Electronic Engineering Committee
Automation Title for Group Code D23PC-Auto-1713447365379 (Current)4/18/2024
Automation Abstract for Group Code D23
Flight Simulator Engineering and Maintenance Committee
An eleventh one for CUR-1174PC11-CUR-1174 (Current)4/2/2024
Italic
Flight Simulator Engineering and Maintenance Committee
A sixth one for CUR-1174PC6-CUR-1174 (Current)3/26/2024
N/A
Characteristic Testjms-characteristic1 (Historical)3/11/2024
Characteristic Test
Airlines Electronic Engineering Committee
AOC AIR-GROUND DATA AND MESSAGE EXCHANGE FORMATARINC633-4 (Current)11/30/2021
The purpose of ARNC 633 is to specify the format and exchange of Aeronautical Operational Control (AOC) communications. Examples of ARINC 633 AOC Structures/Messages include: Flight Plan, Load Planning (i.e., Weight and Balance and Cargo Planning Load Sheets), NOTAMs, Airport and Route Weather data, Minimum Equipment Lists (MEL) messages, etc. The standardization of AOC messages enable the development of applications shared by numerous airlines on different aircraft types. Benefits include improved dispatchability and reduce operator cost.
Airlines Electronic Engineering Committee
AVIONICS APPLICATION SOFTWARE STANDARD INTERFACE PART 3A CONFORMITY TEST SPECIFICATIONS FOR ARINC 653 REQUIRED SERVICESARINC653P3A-2 (Current)11/15/2021
ARINC 653, Part 3A is the Compliance Test Specification for ARINC 653 Required Services presently defined in ARINC 653 Part 1. The document specifies a set of stimuli and the expected responses. Future work on the ARINC 653 document set includes an effort to define Operating System services for multi-core processor environments. The Compliance Test Specification is expected to be updated in step with ARINC 653, Part 1.
Airlines Electronic Engineering Committee
AVIONICS APPLICATION SOFTWARE STANDARD INTERFACE PART 0 OVERVIEW OF ARINC 653ARINC653P0-3 (Current)11/15/2021
This document provides an overview of the entire set of documents collectively referred to as ARINC 653. As this set of documents evolves, Part 0 has been adjusted to reflect technical changes made in Supplements to Parts 1 through 5 in conjunction with the technical changes made in the evolution of ARINC 653. A summary of the ARINC 653 documents follows: Part 0 – Overview of ARINC 653 Part 1 – Required Services Part 2 – Extended Services Part 3A – Conformity Test Specification for ARINC 653 Required Services Part 3B – Conformity Test Specification for ARINC 653 Extended Services Part 4 – Subset Services Part 5 – Core Software Recommended Capabilities The term “this document” refers to Part 0 only, while the term “ARINC 653” or “the Specification” refers to the whole set of ARINC 653 documents, currently Parts 0 to 5. The primary objective of ARINC 653 is to define a general-purpose APplication/EXecutive (APEX) interface (API = Application Program Interface) between the Core Software (CSW) of an Avionics Computer Resource (ACR) and the application software. Included within ARINC 653 are the interface requirements between the application software and the CSW and the list of services which allow the application software to control the scheduling, communication, and status information of its internal processing elements.
Airlines Electronic Engineering Committee
DEFINITION OF STANDARD INTERFACES FOR GALLEY INSERT (GAIN) EQUIPMENT PHYSICAL INTERFACESARINC810-6 (Current)11/10/2021
ARINC 810 defines galley equipment physical attachments, envelopes, connections, and qualification guidelines for interchangeable galley equipment. Supplement 6 defines the new Extended Size 2, intended for oven installation and other equipment suited to this type of installation.
Airlines Electronic Engineering Committee
STANDARD DATA INTERFACE FOR GALLEY INSERT (GAIN) EQUIPMENT PART 1 CAN COMMUNICATIONSARINC812AP1-2 (Current)9/10/2021
The purpose of this specification is to define the general Galley Insert (GAIN)standardization philosophy, provide comprehensive equipment interfaces, and disseminate the most current industry guidance. Part 1 covers the Controller Area Network (CAN) data interface attachments, envelopes, and data content to be considered between all galley equipment using a Galley Data Bus as described within this specification. This document is intended as the successor and replacement for ARINC Specification 812. This document contains significant improvements to CAN data interfaces.
Airlines Electronic Engineering Committee
CABIN CONNECTORS AND CABLES PART 2 SPECIFICATION OF CONNECTORS, CONTACTS, AND BACKSHELLSARINC800P2-2 (Current)9/9/2021
This specification describes the general connectors, contacts, and backshells in their shape and characteristic for cabin systems for commercial aircrafts. ARINC 600, ARINC 404, and ARINC 801 connector specifications are published as independent standards.
Airlines Electronic Engineering Committee
COMMON TERMINOLOGY AND FUNCTIONS FOR SOFTWARE DISTRIBUTION AND LOADINGARINC645-1 (Current)8/11/2021
This document provides airlines, airframe manufacturers, aircraft equipment suppliers, and others with information that is specific to data, software, and ground tools used in aviation configuration and data management. As a starting point, this document provides guidance on: Which standard to use in specific situations The use of and how integrity checks should be applied Common terminology in airborne software management Since airplanes started using software controlled hardware, there has been a need to standardize processes and terminology. This document is the centroid to which other software standards are related.
Airlines Electronic Engineering Committee
TIMELY RECOVERY OF FLIGHT DATA (TRFD)ARINC681 (Current)8/6/2021
The difficulty in locating crash sites has prompted international efforts for alternatives to quickly recover flight data. This document describes the technical requirements and architectural options for the Timely Recovery of Flight Data (TRFD) in commercial aircraft. ICAO and individual Civil Aviation Authorities (CAAs) levy these requirements. The ICAO Standards and Recommended Practices (SARPs) and CAA regulations cover both aircraft-level and on-ground systems. This report also documents additional system-level requirements derived from the evaluation of ICAO, CAA, and relevant industry documents and potential TRFD system architectures. It describes two TRFD architectures in the context of a common architectural framework and identifies requirements. This report also discusses implementation recommendations from an airplane-level perspective.
Airlines Electronic Engineering Committee
GUIDANCE FOR DISTRIBUTED RADIO ARCHITECTURESARINC678 (Current)7/15/2021
The purpose of this document is to evaluate Communication, Navigation, and Surveillance (CNS) Distributed Radio architectures and the feasibility of distributing the RF and systems processing sections to ensure the following: Reduce cost of equipment Reduce Size, Weight, and Power (SWaP) Ease of aircraft integration Growth capability built into the design Maintain or improve system availability, reliability, and maintainability It provides a framework to determine whether it is feasible to develop ARINC Standards that support CNS distributed radio architectures.
Airlines Electronic Engineering Committee
INTERSYSTEM NETWORK INTEGRATIONARINC688 (Current)6/24/2021
The purpose of this document is to provide guidelines for integrating previously standalone cabin systems such as cabin management systems, In-Flight Entertainment (IFE) systems, In-Flight Connectivity (IFC) systems, galley systems, surveillance systems, etc. Resource sharing between systems can reduce airline costs and/or increase functionality. But, as systems expose their internal resources to external systems, the risk of an intrusion that could degrade function and/or negatively expose the supplier’s or airline’s brand increases. This document provides a recommended IP networking design framework between aircraft systems to reduce the operational security threats while still supporting the necessary intersystem routing.
Airlines Electronic Engineering Committee
INTERNET PROTOCOL SUITE (IPS) FOR AERONAUTICAL SAFETY SERVICES PART 2 IPS GATEWAY AIR-GROUND INTEROPERABILITYARINC858P2 (Current)6/21/2021
ARINC 858 Part 2 provides aviation ground system gateway considerations necessary to transition to the Internet Protocol Suite (IPS). ARINC 858 Part 2 describes the principles of operation for an IPS gateway that enables ACARS application messages to be exchanged between an IPS aircraft and a ground ACARS host. ARINC 858 Part 2 also describes the principles of operation for an IPS gateway that enables OSI-based application messages to be exchanged between an IPS host and an OSI end system. This product was developed in coordination with ICAO WG-I, RTCA SC-223, and EUROCAE WG-108.
Airlines Electronic Engineering Committee
INTERNET PROTOCOL SUITE (IPS) FOR AERONAUTICAL SAFETY SERVICES PART 1 AIRBORNE IPS SYSTEM TECHNICAL REQUIREMENTSARINC858P1 (Current)6/21/2021
ARINC 858 Part 1 defines the airborne data communication network infrastructure for aviation safety services using the Internet Protocol Suite (IPS). ARINC 858 builds upon ICAO Doc 9896, Manual on the Aeronautical Telecommunication Network (ATN) using Internet Protocol Suite (IPS) Standards and Protocol. IPS will extend the useful life of data comm services presently used by operators, e.g., VDL, Inmarsat SBB, Iridium NEXT, and others. It represents the evolutionary path from ACARS and ATN/OSI to the end state: ATN/IPS. ARINC 858 includes advanced capabilities such as aviation security and mobility. This product was developed in coordination with ICAO WG-I, RTCA SC-223, and EUROCAE WG-108.
Airlines Electronic Engineering Committee
ONBOARD SECURE WI-FI NETWORK PROFILE STANDARDARINC687 (Current)6/18/2021
This document defines a standard implementation for strong client authentication and encryption of Wi-Fi-based client connections to onboard Wireless LAN (WLAN) networks. WLAN networks may consist of multi-purpose inflight entertainment system networks operating in the Passenger Information and Entertainment System (PIES) domain, dedicated aircraft cabin wireless networks or localized Aircraft Integrated Data (AID) devices operating in the Aircraft Information Services (AIS) domain. The purpose of this document is to focus on the client devices requiring connections to these networks such as electronic flight bags, flight attendant mobile devices, onboard Internet of Things (IoT) devices, AID devices (acting as clients) and mobile maintenance devices. Passenger devices are not within the focus of this document.
Airlines Electronic Engineering Committee
Procedure for the Continuous Sampling and Measurement of Non-Volatile Particulate Matter Emissions from Aircraft Turbine EnginesARP6320A (Historical)5/19/2021
This SAE Aerospace Recommended Practice (ARP) describes recommended sampling conditions, instrumentation, and procedures for the measurement of non-volatile particle number and mass concentrations from the exhaust of aircraft gas turbine engines. Procedures are included to estimate sampling system loss performance. This ARP is not intended for in-flight testing, nor does it apply to engines operating in the afterburning mode. This ARP is intended as a guide toward standard practice and is subject to change to keep pace with experience and technical advances.
E-31P Particulate Matter Committee
Questions about Real Driving Emissions in BrazilSAE-PP-002272/2/2021
The motor vehicles are the main source of atmospheric pollution, especially carbon monoxide, hydrocarbons and nitrogen oxides (NOx). To reduce these emissions for environmentally acceptable levels, Europe and the United States have developed control programs, where are set emissions limits for new vehicles, which are gradually reduced over time and the compliance must be done through standardized tests in laboratories. However, Europe is facing a problem: NOx level in the cities is not being reduced in the same proportion of the homologation limits, due to two factors: the poor representativeness of the test procedures in comparison of the “real world” and the use of engine management software that produces low pollutants just in laboratory tests. Several studies about real world emissions have pointed to vehicles, approved in the laboratory, emitting in the streets about 7 up to 40 times more NOx than the homologation limit. To fix this problem, since September/2017 Europe will add to the vehicles type-approval process a real driving emissions test (Real Driving Emissions - RDE), where the vehicle must meet the limits when running in streets coupled to a portable measuring system. In order for the RDE procedure be applied effectively to the Brazilian reality, it is necessary to discuss three relevant points: the differences between the national and the European fleet, the procedure itself, focused on NOx control and the specific characteristics of Brazilian cities. This paper has the objective to discuss about RDE principles and how it can to be applied in the Brazilian reality.
Anthony, Lindsay
LOGICAL SOFTWARE PART PACKAGING FOR TRANSPORTARINC641-1 (Current)11/16/2020
The purpose of this standard is to provide a method for packaging aircraft software parts for distribution using contemporary media or by electronic distribution. This project intends to standardize and provide guidance for the storage of floppy based software, currently packaged in media set parts. This standard format can be then stored or distributed on a single physical media member (CD-ROM), or by electronic crate. The obsolescence of floppy disks drive an urgent need for this guidance.
Airlines Electronic Engineering Committee
COCKPIT DISPLAY SYSTEM INTERFACES TO USER SYSTEMS PART 1 AVIONICS INTERFACES, BASIC SYMBOLOGY, AND BEHAVIORARINC661P1-8 (Current)9/18/2020
ARINC 661 defines logical interfaces to Cockpit Display Systems (CDS) used in all types of aircraft installations. The CDS provides graphical and interactive services to user applications within the flight deck environment. When combined with data from user applications, it displays graphical images to the flight deck crew. The document emphasizes the need for independence between aircraft systems and the CDS. This document defines the interface between the avionics equipment and display system graphics generators. This document does not specify the "look and feel" of any graphical information, and as such does not address human factors issues. These are defined by the airline flight operations community. Supplement 8 adds numerous changes and additions. Eleven new widgets are added, all related to 3D Maps. Seven new widget extensions. Metadata definitions (XML) for all widgets, extensions, events, symbols, and associated data types.
Airlines Electronic Engineering Committee
ELECTRONIC DISTRIBUTION OF SOFTWARE BY CRATE (EDS CRATE)ARINC827-1 (Current)8/10/2020
This standard describes the format for electronic distribution of aircraft software parts and other contents between aerospace business partners using a digital container referred to as an EDS crate. This EDS standard is intended to promote consistent, secure distribution of EDS content to any appropriate destination.
Avionics Maintenance Committee
COCKPIT DISPLAY SYSTEM INTERFACES TO USER SYSTEMS PART 2 USER INTERFACE MARKUP LANGUAGE (UIML)ARINC661P2 (Current)8/7/2020
This document defines the User Interface Markup Language (UIML) which allows developers to specify the interface, look, and behavior of any Graphical User Interface (GUI). The GUI consists of several components, from the simplest, called primitive components (such as rectangle, text, image, group), to more complex components built by the aggregation of several primitive components and by providing relational specific logic. Also defined is the execution model, which provides the rules to interpret the language so that the graphical user interface has a standardized and consistent behavior defined for any platform.
Airlines Electronic Engineering Committee
DATALINK GROUND SYSTEMS STANDARD AND INTERFACE SPECIFICATION (DGSS/IS)ARINC620-10 (Current)7/31/2020
ARINC Specification 620 defines the interfaces between the Datalink Service Provider (DSP) and the aircraft, other ground-based datalink services, and users. The datalink ground system standard definition supports traditional ACARS and AOA protocols, as well as Media Independent Aircraft Messaging (MIAM) as defined by ARINC Specification 841. MIAM messages can be much larger than ACARS messages (5 MB versus 3.3 kB per message). Supplement 10 improves Controller-Pilot Data Link Communications (CPDLC) by defining a “Deliver By (DB)” period that allows the DSP, that originated the message, to intercept and discard the message if it is not delivered by the specified time. Supplement 10 also adds a Media Advisory code for ACARS over IP (AoIP) indicating that an ACARS non Safety Services messages is being transferred over IP links. New Reason Codes are assigned for un-transmittable or undeliverable messages. ACARS Character set clarifications are also provided in Supplement 10.
Airlines Electronic Engineering Committee
Procedure for the Continuous Sampling and Measurement of Non-Volatile Particle Emissions from Aircraft Turbine EnginesAIR6241A (Current)7/28/2020
This Aerospace Information Report (AIR) is a historical technical record describing procedures, required continuous sampling conditions, and instrumentation for the measurement of non-volatile particle number and mass concentrations from the exhaust of aircraft gas turbine engines. Procedures are included to calculate sampling loss performance. This AIR is not intended for in-flight testing, nor does it apply to engine operating in the afterburning mode. This Aerospace Information Report is a historical technical record of the initial document detailing the measurement of non-volatile particle emissions at the exit plane of aircraft gas turbine engines. This methodology was adopted by ICAO into Annex 16 Vol II and updated into Aerospace Recommended Practice ARP6320. Future updates of this document may include explanations of the reasoning and assumptions used to develop this measurement methodology.
E-31P Particulate Matter Committee
INDUSTRY GUIDE FOR COMPONENT TEST DEVELOPMENT AND MANAGEMENTARINC625-4 (Current)7/27/2020
This standard provides guidance to those who develop avionics test programs and the source documentation on which they are based. This includes guidelines for all steps and phases within the TPS life cycle.
Avionics Maintenance Committee
CABIN EQUIPMENT INTERFACES PART 5 CABIN ELECTRICAL EQUIPMENT AND WIRING INSTALLATION GUIDELINESARINC628P5-4 (Current)7/24/2020
ARINC Specification 628, Cabin Equipment Interfaces (CEI) Part 5 Parts Selection, Wire Design and Installation Guidelines, provides design and mounting guidelines for electrical installations, mainly for supplier of cabin furnishing equipment. Part 5 addresses several aspects of installation and is divided into five sections: Introduction, Parts Selection, Electrical Wire Design Guidelines, Wire Installation Guidelines, and Documentation Guidelines. Guidelines regarding design, safety, and other subjects relevant to acceptance of the end item are addressed. Notes explaining the reason for setting a guideline or suggesting methods for performing the task are provided in commentary. The content of the document is designed to make it usable for reference by industry, particularly manufacturers of seats and equipment.
Airlines Electronic Engineering Committee
AIRCRAFT DATA INTERFACE FUNCTION (ADIF)ARINC834-8 (Current)7/21/2020
This document defines an Aircraft Data Interface Function (ADIF) developed for aircraft installations that incorporate network components based on commercially available technologies. This document defines a set of protocols and services for the exchange of aircraft avionics data across aircraft networks. A common set of services that may be used to access specific avionics parameters are described. The ADIF may be implemented as a generic network service, or it may be implemented as a dedicated service within an ARINC 759 Aircraft Interface Devices (AID) such as those used with an Electronic Flight Bag (EFB). Supplement 8 includes improvements in the Aviation Data Broadcast Protocol (ADBP), adds support for the Media Independent Aircraft Messaging (MIAM) protocol, and contains data security enhancements. It also includes notification and deprecation of the Generic Aircraft Parameter Service (GAPS) protocol that will be deleted in a future supplement.
Airlines Electronic Engineering Committee
VHF DIGITAL LINK (VDL) MODE 2 IMPLEMENTATION PROVISIONSARINC631-8 (Current)7/15/2020
This document describes the functions to be performed by airborne and ground components of the VDLM2 to successfully transfer messages from VHF ground networks to avionics systems on aircraft and vice versa where the data are encoded in a code and byte independent format. The compatibility of VDLM2 with OSI is established by defining a set of services and protocols that are in accordance with the OSI basic reference model. The compatibility with the ATN protocols is achieved by defining a set of interfaces between the VDLM2 subnetwork protocol specification and the Mobile Subnetwork Dependent Convergence Function (MSNDCF). The SNDCF is defined in the ICAO ATN SARPs.
Airlines Electronic Engineering Committee
CABIN CONNECTORS AND CABLES, PART 4, STANDARD TEST METHODOLOGYARINC800P4-1 (Current)7/13/2020
ARINC 800 is the first industry standard intended for characterization of aviation-grade high-speed (Gbps) Ethernet links. The test methods are based on realistic representation of cabin networks. The notional cabling architecture is based on IFE seat distribution using multiple intermediate disconnects. Sequential testing is supported by building up number of connectors in the link. Test guidelines for mixed intermediate cable lengths are provided.
Airlines Electronic Engineering Committee
MEDIA INDEPENDENT SECURE OFFBOARD NETWORKARINC848 (Current)6/19/2020
ARINC Specification 848 is a functional standard based on a protocol specification profile for a secured network interface. The purpose is to define a common method of initiating a mutually authenticated tunnel between an aircraft service and its Enterprise service. ARINC Specification 848 defines a standard implementation for securing the communications between an onboard Local Area Network (LAN) and an Enterprise LAN on the ground. Various aircraft network architectures and various air to ground communication channels (aka media) are accommodated in this document. For example, L-band Satellite Communication (Satcom), Ku/Ka-band Satcom, Gatelink Cellular, and Gatelink are considered.
Airlines Electronic Engineering Committee
CABIN EQUIPMENT NETWORK BUSARINC854 (Current)6/19/2020
This standard defines a new cabin network bus. While ARINC Specification 485: Cabin Equipment Interfaces, Part 2, Physical Layer – In-seat Protocol defined a low-speed serial communications interface between electronic equipment in the passenger seat, it is design-focused on obtaining status from in-seat electronic equipment. ARINC Specification 854 is a messaging protocol but does not preclude using the bus for video streaming or multicast. Cabin Equipment has evolved from the very simple to quite sophisticated systems. The resulting communications needs have surpassed the ability of ARINC 485 to provide the necessary data capacity and response times. The basic requirements for low latency, full duplex, elimination of ARINC 485 Master/Slave polling and lower weight drives the selection of 100BASE-T1 (per IEEE 802.3) as the preferred bus format. This document specifies the ARINC 854 Cabin Equipment Network Bus (CENBUS) utilizing a new, serial communications protocol based on IEEE 802.3 Clause 96 operating at 100 Mbps.
Airlines Electronic Engineering Committee
ROADMAP FOR IPV6 TRANSITION IN AVIATIONARINC686 (Current)6/19/2020
ARINC Report 686 represents the consensus of industry to prepare a roadmap migration from IPv4 to IPv6. This document describes airline objectives (air and ground side when possible) towards the development and introduction of IPv6. There are three distinct elements considered: 1) the applications for addressing aspects 2) the communication network(s) over which the applications are running for the IP protocol level itself and associated features, and 3) the physical link(s) the network(s) interface.
Airlines Electronic Engineering Committee
Motor Vehicle Emission Control Quality Monitoring for On-Road Driving: Dynamic Signature Recognition of NO x & NH 3 Emissions2020-01-03724/14/2020
Motor vehicle emission testing during on-road driving is important to assess a vehicle’s exhaust emission control design, its compliance with Federal regulations and its impact on air quality. The U.S. Environmental Protection Agency (EPA) has been developing new approaches to screen the characteristics of vehicle dynamic emission control behaviors (its operating signature) while driving both on-road and on-dynamometer. The so-called “signature device” used for this testing is equipped with an O2/NOx sensor, thermocouple and GPS to record dynamic exhaust NOx concentration, air fuel ratio-controlled tailpipe lambda (λ), tailpipe temperature and vehicle speed (acceleration). In the early EPA research, signature screening was used to characterize a vehicle’s PCM control behaviors (cause/effect bijectivity), which help distinguish operation in normal control state-space and abnormal state-space. Currently, signature devices are being used to recognize when ammonia (NH3) has been emitted and to estimate the presence of NOx and NH3 within on-road and on-dyno driving. The presence of NH3 is observed by the signature device’s NOx sensor at times when tailpipe lambda readings are biased rich, after the engine three-way-catalyst (TWC) has warmed up. To study the production of NH3, EPA established a vehicle test program to gather and evaluate the emissions from on-road driving conditions. The same driving conditions were then replicated on an indoor chassis dynamometer (dyno) while using a bag analyzer bench, a raw exhaust modal bench, and a signature device to measure vehicle emissions and control behaviors. EPA ascertained, under certain operating conditions, that stoichiometric engine exhaust passing through a TWC can create hydrogen (CO+H2O→H2), which is then available to produce unregulated ammonia (CO+NO+H2→NH3). These reactions can accelerate when the engine operates with slightly rich-biased lambda introduced either by control or by calibration design. Under current Light-Duty Tier 3 emission regulations, NOx and NMOG emissions are counted together, creating an “opportunity” for more of this type of engine operation.
Tang, Xiaoguo, Kargul, John, McBryde, Dan
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