Browse Topic: Aircraft certification

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Advanced Signal Domain Techniques for Real-Time Control and Prognostics in VTOL SystemsSM-2026-VLADA-52051/27/2026
Vertical Take-Off and Landing (VTOL) aircraft introduce complex monitoring challenges due to distributed propulsion, lightweight structures, and variable operating conditions. This paper presents advanced Frequency and Orders domain techniques that repurpose existing flight control, propulsion, and structural sensor data to enhance observability without additional instrumentation. By transforming vibration, acoustic, and electrical signals into frequency and order domains, the approach enables detection of harmonics, resonance, and fault signatures tied to rotor dynamics, supporting adaptive control and predictive maintenance. Beyond rotor systems, these techniques are equally effective for monitoring electric motor health, gearbox wear, bearing degradation, and structural coupling effects in composite airframes. They also provide insight into power electronics and thermal management systems by identifying spectral anomalies linked to electrical imbalance or cooling inefficiencies. Aggregated fleet data strengthens prognostic capabilities, enabling early detection of systemic issues and trend analysis. Applications include mitigating ground resonance and modal instabilities, as well as improving reliability of propulsion and structural subsystems. Integration into avionics emphasizes computational efficiency, scalability, and compliance with standards such as DO-160 [1], DO-178 [2], ARP4761 [3] and ARP4764 [4]. Simulation and bench testing confirm feasibility, demonstrating potential to enhance safety, reliability, and lifecycle cost for next-generation urban air mobility platforms.
LaRue, David
Aerospace - Lightning Effects on Hydraulic Transport Elements on AircraftAIR6185A (Current)11/26/2025

This SAE Aerospace Information Report (AIR) describes hydraulic system design and installation to minimize the effects of lightning, especially when the aircraft structure is composite. Techniques for effective electrical bonding, hydraulic system lightning protection, and lightning protection verification techniques are discussed.

My new committee for commercial aircrafts
Accident Survey of Fly-by-Wire Powered-lift Aircraft Toward Understanding Variable Configuration eVTOL Aircraft Certification Risk.F-0081-2025-03425/20/2025
This paper outlines observations from an FAA-sponsored research project that examined aviation Fly-By-Wire (FBW) accidents. The goal was to identify risk areas that will help guide a focus for FAA certification testing. Part of this study specifically focused on current powered-lift tiltrotors, identifying six general categories of causal factors for accidents, which will be discussed in detail regarding how they influenced flight control designs. The results of this survey, along with extrapolation to current designs, will be discussed and will illustrate why manufacturers are moving toward state-based flight control designs. In a state-based flight control scheme, the pilot does not have direct control over aircraft attitudes and motor tilt angles. Instead, the pilot requests a speed and or flight path with inceptor input, and the commanded attitudes and motor tilts are scheduled by the flight control computer. Additionally, recent lessons learned from electric Vertical Takeoff and Landing (eVTOL) aircraft accidents will be discussed, along with a comparison of powered-lift causal factors to accidents in the transport category FBW fixed-wing aircraft. From this analysis, broad observations will be offered about the trend of how accident-causal factors may evolve with greater maturity in aircraft design. This accident survey will be detailed further as part of an upcoming FAA Research Report.
Shubert, Martin, Sizoo, David
An Update on The Regulatory Readiness Level (RRL): An Objective Measurement of Progress Toward Civil Type CertificationF-0081-2025-01955/20/2025
Aircraft Certification is a mature and complex bureaucracy that has successfully ensured a very high degree of safety of aircraft design, construction, operation and maintenance. Outside of a very few doing the work, there is a general lack of knowledge of certification details. For novel technologies such as electric power, and innovative configurations such as multi-rotors, the rules are far less mature and still emerging and so also poorly understood. Within the Advanced Air Mobility (AAM) initiative, many new aircraft developments are underway using novel configurations, and the public announcements of regulatory progress toward FAA or EASA Type Certification capitalize on this ignorance by being vague or even misleading. Honeywell conceived the Regulatory Readiness Level (RRL) indicator as an objective measure of certification status to serve the AAM industry and ecosystem, with applicability across aviation. The released RRL Version 1 now enables credible, objective assessment of new aircraft progress toward FAA Type Certification, and Operational Approval for Part 135 operations, to allow consistent apples-to-apples comparisons with other aircraft in development. An emerging complementary version of the rubric for EASA Type Certification is ready for publication to enable RRL determination against the European Union criteria. Future releases will consider other Nation's regulatory authorities, supplemental types certifications (STCs), and risk-based airworthiness assessments such as the Specific Operations Risk Assessments (SORA).
Agrawal, Pulkit, Newman, Daniel
Roll Take-Off Model for Tiltrotor Preliminary DesignF-0081-2025-02455/20/2025
In the last years, new rotorcraft configurations have increased the attention among industries, through which the tiltrotor one due to its capability of combining both rotorcraft and aircraft advantages. However, there are situations where the vertical take-off mode could be enhanced in hard environmental and flight conditions. Therefore, to address this challenge, this work aims to develop a methodology to characterize a roll take-off model for a general tiltrotor configuration in such situations. By combining the integration of the equation of motion and geometrical assumptions, the runway distance is determined for an acceptable range of nacelle tilting angles. The process is developed by meeting the requirements defined by the regulations, combining the aircraft certification standards (CS23 and CS25) with the available tiltrotor certification basis from the FAA project #TC3419RC-R. Following the Nominal application, a sensitivity analysis is carried out, which studies the main effects on the results by varying one variable at a time in terms of weight, wing-loading, and disk-loading.
Passarelli D'Onofrio, Anna Sofia, Pecoraro, Matteo
Job Aid for Aircraft Certification for ARP4754A Reviews - AFuzionARP4754A_CK_002 (Current)8/12/2021
Generalizing Aspects of System Safety to Broaden Applicability2021-01-00373/2/2021
The Safety Assessment Process, defined by SAE ARP4761 and associated regulatory guidance, is described in the context of conventional, crewed civil aircraft. While this material has been used for decades to evaluate airplanes and rotorcraft, the evolution of technology challenges it. As new entrants venture into aviation, they bring perspectives, which may not clearly align to those conventional concepts. For those skilled in the art of aviation safety assessment, the approach to new technologies might appear straight forward. Such an individual might easily perceive the accommodations for unconventional applications. Once accommodations are made, and failure conditions are established and classified to those new architectures, the rest of the process is somewhat mechanical -they flow out of these conditions. However, the context of their experience betrays the reality of the process description in the ARP and guidance. Such accommodations are not discussed in them, and the process objectives, which are fulfilled by the process, are not explicit. One example of such a challenge regards how failure condition effects and classification are described. The guidelines state that the effects and classification should consider the aircraft, flight crew, and occupants. What are the safety considerations for an unmanned cargo airplane the size of a transport aircraft? How is the “crew effect” of a ground station considered? Is a passenger who simply provides a waypoint to a full autonomous vehicle considered the “crew”? Such cases easily demonstrate how the conventional ARP process limits its own universality in its initial process step. This paper recommends ways to broaden SAE ARP4761 and some regulatory guidance through improving the description of functions, failure conditions, and their classifications. This paper discusses aspects of these concepts and their downstream processes. The intent of this paper is to identify how to make the ARP’s processes accessible to future applications while supporting conventional applications, towards providing comprehensive safety coverage for all air and space vehicles.
Voros, Robert
Aircraft Asset Lifecycle and Digital Data Standards OverviewAIR7501 (Current)9/18/2020
This SAE Aerospace Information Report (AIR) reviews technical, operational, and maintenance data being exchanged between key stakeholders in aerospace asset lifecycle and data standards available for such exchanges. It identifies gaps and non-availability of data standards in certain areas. The scope of the current document is limited to aircraft operations, maintenance and disposal stages post-build phase, and does not include the detailed interactions during the aircraft build phase.
G-31 Electronic Transactions for Aerospace Committee
Aircraft Ground Deicing/Anti-Icing Training and Qualification ProgramAS6286B (Historical)6/11/2020
This document establishes the minimum training and qualification requirements for ground-based aircraft deicing/anti-icing methods and procedures. All guidelines referred to herein are applicable only in conjunction with the applicable documents. Due to aerodynamic and other concerns, the application of deicing/anti-icing fluids shall be carried out in compliance with engine and aircraft manufacturers’ recommendations. The scope of training should be adjusted according to local demands. There are a wide variety of winter seasons and differences of the involvement between deicing operators, and therefore the level and length of training should be adjusted accordingly. However, the minimum level of training shall be covered in all cases. As a rule of thumb, the amount of time spent in practical training should equal or exceed the amount of time spent in classroom training.
G-12T Training and Quality Programs Committee
User’s Manual for Certification of Aircraft Electrical/Electronic Systems for the Indirect Effects of LightningARP5415B (Current)3/5/2020
This ARP provides detailed information, guidance, and methods in support of the Federal Aviation Administration (FAA) Advisory Circular (AC) 20-136. AC 20-136 provides a means, but not the only means, for demonstrating compliance with Title 14 of the Code of Federal Regulations (14 CFR) 23.1306 (Amendment 23-61), 23.2515 (Amendment 23-64), 25.1316, 27.1316, and 29.1316. It is also intended for this ARP to provide the same information, guidance, and methods, to the European Aviation Safety Agency (EASA) certification specifications CS 23.1306 (Amendment 23/4), 23.2515 (Amendment 23/5), 25.1316, 27.1316, and 29.1316, and associated Acceptable Means of Compliance (AMC) 20-136. This ARP provides references relevant to identifying: (1) acceptance criteria for the indirect effects of lightning compliance approaches, (2) verification (analysis and test) methods including those associated with multiple stroke and multiple burst, (3) recommended design options to optimize needed system immunity to lightning indirect effects, and (4) provide guidance in the areas of continued airworthiness of the lightning protection. Equipment hazards due to the indirect effects on equipment mounted on the aircraft exterior, equipment located within the aircraft interior as well as all associated interconnecting wiring are addressed. This ARP provides additional guidelines in the application of indirect effects of lightning tests identified in DO-160/ED-14 Section 22. The FAA and EASA regulations apply to all adverse effects of lightning for electrical and electronic systems. Refer to ARP5577 for guidance related to lightning direct effects on electrical and electronic systems.
AE-2 Lightning Committee
The Research on Validation and Verification Method of Configuration Data for IMA Resources Allocation2019-01-18509/16/2019
Integrated Modular Avionics (IMA) system comprises IMA platform and hosted applications. The IMA platform provides the hosted applications with shared resources, e.g. computing, memory, communication, health monitoring resources. As a bridge between them, the IMA configuration data specifies how these shared resources are allocated to each hosted application. The IMA configuration data, which is different from real hardware and software code, should be validated and verified as an important portion of IMA system. After a brief introduction of IMA system, development processes, and general means of compliance for certification, this paper proposed an Architecture Analysis and Design Language (AADL) model of IMA configuration based on a case study of airborne datalink system. Based on the model, the IMA configuration data is abstracted and categorized into several types, with the correspondent means of compliance identified for each type. Furthermore, the associated roles and responsibilities are discussed for IMA configuration data validation and verification. The IMA configuration data specific means of compliance, the validation and verification processes, the roles and responsibilities, together form a method for validating and verifying the IMA configuration data for shared resources allocation, which can be applied to all partitioning systems beyond avionics.
Wang, Yunsheng, Li, Yan-xiao
Safety Assessment of General Aviation Airplanes and Rotorcraft in Commercial ServiceARP5151A (Current)8/20/2019
This document describes a process that may be used to perform the ongoing safety assessment for (1) GAR aircraft and components (hereafter, aircraft), and (2) commercial operators of GAR aircraft. The process described herein is intended to support an overall safety management program. It is to help a company establish and meet its own internal standards. The process described herein identifies a systematic means, but not the only means, to assess continuing airworthiness. Ongoing safety management is an activity dedicated to assuring that risk is identified and properly eliminated or controlled. The safety management process includes both safety assessment and economic decision-making. While economic decision-making (factors related to scheduling, parts, and cost) is an integral part of the safety management process, this document addresses only the ongoing safety assessment process. This ongoing safety assessment process includes safety problem identification and corrective action, tracking of problems, the application of “lessons learned” to improve the efficiency of the process, and reduction of the time to achieve corrective action in the field. ARP5150 is the recommended practice for the safety assessment of Transport Airplanes in Commercial Service. ARP5151 is the recommended practice for the safety assessment process for GAR aircraft in commercial services. While the processes are similar, their implementations are different due to operations, data availability, and sizes of individual operations.
S-18C ARP5150A and ARP5151A Working Group
Aircraft Ground Deicing/Anti-Icing Training and Qualification ProgramAS6286A (Historical)6/26/2019
This document establishes the minimum training and qualification requirements for ground-based aircraft deicing/anti-icing methods and procedures. All guidelines referred to herein are applicable only in conjunction with the applicable documents. Due to aerodynamic and other concerns, the application of deicing/anti-icing fluids shall be carried out in compliance with engine and aircraft manufacturers’ recommendations. The scope of training should be adjusted according to local demands. There are a wide variety of winter seasons and differences of the involvement between deicing operators, and therefore the level and length of training should be adjusted accordingly. However, the minimum level of training shall be covered in all cases. As a rule of thumb, the amount of time spent in practical training should equal or exceed the amount of time spent in classroom training.
G-12T Training and Quality Programs Committee
The North Dakota Citation Research Aircraft Measurement Platform2019-01-19906/10/2019
The North Dakota Citation Research Aircraft is a Cessna Citation II twin-engine fan-jet aircraft modified to be an atmospheric research platform that has been used on many field projects since the 1970s. The typical sampling speed of the modified Citation II is 160 knots indicated air speed (IAS), with sampling at altitudes up to 12.1 km (40,000 ft). The Citation Research Aircraft was operated by the University of North Dakota (UND) for many years but is now operated by Weather Modification International (WMI) of Fargo, North Dakota. WMI and UND together provide a unique test facility that is capable of deploying a wide range of instrumentation. WMI has the experience to install the custom instrumentation required for a specific field project and the expertise to conduct the most demanding aircraft sampling, including thunderstorm in-situ measurements. UND provides scientific know-how on obtaining measurements at the required accuracy and experience to ensure instruments are performing well. Robust, open-source software tested for over 15 years provides the ability to quickly process data to enable analysis to begin shortly after completion of an aircraft flight. Visualization software allows observations to be efficiently quality-assured, which enables timely creation of a final data set that can be analyzed to meet each project’s scientific objectives. Past and ongoing projects include working with large and small companies to test airborne instruments and conduct natural icing studies. Specialized data processing methods have been implemented to obtain the liquid and total water content measurements at high accuracy. With continuing reduction in the size and power requirements of instrumentation, the future will allow the North Dakota Citation Research Aircraft to make an increasing number of observations which utilize more sophisticated processing software.
Delene, David, Hibert, Kurt, Poellot, Michael, Brackin, Neil
Flight in Icing Regulatory Evolution and the Influence on Aircraft Design2019-01-19586/10/2019
Flight in icing for transport category aircraft certification presents a particularly challenging set of considerations to establish adequate safety commensurate with the associated risk while balancing design complexity and efficiency. A review highlighting important aspects of the regulatory evolution and guiding principles for flight in icing certification is presented, including the current standards and recent rulemaking activity. While historical icing certification relied on a simple yet subjective requirement to demonstrate that an aircraft is capable of operating safely within the prescribed icing envelopes, the certification requirements associated with demonstrating an adequate level of safety have progressively evolved into more explicit quantitative performance and qualitative handling qualities standards now scattered throughout the Federal Aviation Administration (FAA) Title 14 Code of Federal Regulations (CFRs) Part 25 Subpart B Flight standards which are largely harmonized with other regulatory agencies. Recent rulemaking activity, including the potential branching of the regulatory structure to address modern fly-by-wire aircraft not envisioned at the inception of the original flight standards, have firmly engrained flight in icing certification as a major design consideration with potentially large economic disparities depending on the design approach. A discussion is then presented illustrating how the regulatory standards influence the design space; while some phases of flight can integrate icing considerations into the aircraft design such that there is no perceptible operational effect, other phases of flight may not be able to fully mitigate icing considerations through the basic aircraft design and performance and are therefore susceptible to appreciable operational and associated economic impacts borne by the operator. The focus of this paper is to provide awareness for how the philosophical approach to flight in icing certification has shaped the associated design landscape and highlight the importance of flight in icing certification in the design phase.
Leopold, David
High Altitude Ice Crystal Detection with Aircraft X-band Weather Radar2019-01-20266/10/2019
During participation on EU FP7 HAIC project, Honeywell has developed methodology to detect High Altitude Ice Crystals with the Honeywell IntuVue® RDR-4000 X-band Weather Radar. The algorithm utilizes 3D weather buffer of RDR-4000 weather radar and is based on machine learning. The modified RDR-4000 Weather Radar was successfully flight tested during 2016 HAIC Validation Campaign; the technology was granted Technology Readiness Level 6 by HAIC consortium. After the end of HAIC project, the method was also evaluated with respect to newly set preliminary industry standard performance requirements1. This paper discuses technology design rationale, high level technology architecture, technology performance, and challenges associated with performance evaluation.
Lukas, Jan, Badin, Pavel
Air Cargo Pallets - Utilization GuidelinesARP5486 (Current)4/1/2019
Air cargo pallets and their cargo restraint nets constitute aircraft Unit Load Devices, defined by industry standards and airworthiness certified based on Technical Standard Order (TSO) C90c in accordance with the requirements of NAS 3610. This guarantees their design to be intrinsically safe for flight on board compatible aircraft types. However, actual flight safety also requires these certified pieces of equipment to be properly used: numerous occurrences have demonstrated a certified ULD can nevertheless jeopardize flight safety if loaded or restrained in an inadequate manner.
AGE-2 Air Cargo
Highly Efficient Civil Aviation, Now via Operations - AAR and Challenges2018-01-192510/30/2018
Global civil aviation growth at 5+% yearly poses extreme environmental challenges. Advances have appeared gradually through improved aerodynamic shapes, using carbon fibres, and enhanced engines; however, as these technologies mature, direct efficiency advances require increasing effort. Often Passenger convenience is forgotten e.g. the long-range air traffic has developed on hub-spoke basis implying extra feeder flights, transit passenger inconveniences, capacity issues. Efficiency metrics emphasize “Why, How & What”, with an understanding of the range sensitivities, operational concepts and performance goals via the important “X-factor”. For given range, current aircraft are “greener” than previous generations. Medium range aircraft s are always greener than those for short or long ranges. However, currently, the major trend is for the latter: twin-aisle A350, A380, B787, B777X (10+% payload, 40+% fuel to MTOW). Shorter range single-aisle aircraft are “feeders” or newer derivatives: A320, B737 class (20+% payload, 20+% fuel to MTOW). New technologies could feature in future e.g. Natural Laminar flow, riblets, enhanced loads allevation, composite tailoring, morphing structures, distributed propulsion, bio-fuels etc. These may make significant improvements and lead to unconventional layouts e.g. blended wing bodies, high aspect ratio wings, oblique wings, and joined wings. Additionally, significant environmental gains can be made via operations e.g. AAR and Formation flying. Air-to-air refuelling (AAR) has been practised and perfected by the Military for 80+ years. Tankers are sky “gas- stations”. The Military objective is for mission success rather than fuel economy. Tankers accompany and refuel short- range aircraft over longer missions. AAR can be a strong enabler for the civil aviation. Small dedicated tankers (A320 size) can operate over short radii, refuelling longer range cruisers. AAR will always retain top hierarchy over any technological advances, offering step change towards highly efficient aviation. We discuss the pros and cons of operational issues, routing and constraints, turbulence, air navigation and environmental impact. Replacing today´s inter-continental system with AAR gives fuel and CO2 reductions of 15-30% depending on range. Additionally, 30-40% weight savings lead manufacturers focus on smaller aircraft. Major COC and DOC reductions of a similar order occur. Noise, emissions, wake effects are favourable, meeting ACARE/NASA goals. A by-product is that laminar-flow aircraft introduction can be eased. Increasing AAR benefits occur as Point A to B system replaces the hub--spoke system. The smaller AAR-cruisers imply ground-based opportunities: smaller airports and new connections, easing the transit passenger handling and reducing travel time. For sustainable aviation growth and future urbanisation, short flights are replaced by other means. The capacity relief becomes available for long flights (only aviation is suitable). Maintaining transport capacity, less AAR enabled cruisers are needed; these operate at 20+% payload to MTOW. More likely is that the total airborne mass is lower. Certification and Operational rules will need revision. New tankers or other types modified from civil aircraft respect most CS-25 regulations. We aim for automatic refuelling (as demonstrated by A330 tanker recently and as in US-UCAV programme). We allude to newer versatile twin-aisle cruisers with differing capacities operating world-wide ranges with AAR, blending with formation flying. All this should “spur/re-vitalise” Aviation. We propose practical demonstrations. A game changer in sight!
Nangia, R K
Constructing Development Assurance Plan for Integrated SystemsAIR6218 (Current)10/22/2018
This SAE Aerospace Information Report (AIR) supplements ARP4754A by identifying the crucial elements to be considered when constructing the development assurance plans described in Chapter 3 (Development Planning) of ARP4754A for integrated systems. This AIR presents a collection of lessons learned from past certification programs involving integrated systems. This AIR is not guidance for system integration technologies.
S-18 Aircraft and Sys Dev and Safety Assessment Committee
AS36100 Background and Development RecordAIR36108 (Current)10/18/2018
This Aerospace Information Report (AIR) provides a record of the development by SAE AGE-2A Air Cargo Sub-Committee of Aerospace Standard AS36100, Air Cargo Unit Load Devices — Performance Requirements and Test Parameters, published 2005-02, and its revision A published 2006-04, intended as a technical reference for airworthiness approval of air cargo unit load devices (pallets, nets and containers) to be loaded with either baggage or freight on board civil transport aircraft, and to partly supersede previously used NAS 3610, Cargo unit load devices - Specification for — [ Revision 10, 1990, referenced in TSO C90(c) ].
AGE-2 Air Cargo
Advantages of Early System Safety InfluenceF-0074-2018-128745/14/2018
ABSTRACT System safety is the application of engineering and management principles, criteria, and techniques to achieve acceptable mishap risks. As modern rotorcraft designs become ever more complex, system safety becomes ever more essential. System safety typically reduces mishap risks through analyses that identify and address potential system failure modes. Documents such as MIL-STD-882, SAE ARP4754, SAE ARP4761, and the Federal Aviation Administration (FAA) System Safety Handbook guide the various analyses that are performed in the system safety process. The use of these analyses to reduce mishap risks is not new, but case studies indicate that if the system safety process is applied to influence rotorcraft designs earlier in the product life cycle, schedule slippage and cost escalation resulting from design changes can be substantially reduced. In addition, earlier completion of system safety analyses permits corrective actions to be implemented at a higher level in the system safety order of design precedence, which increases the effectiveness of the corrective actions and reduces residual risk. This paper provides examples that will encourage earlier completion of system safety analyses by demonstrating the cost and schedule advantages, as well as the expected safety risk reduction.
Hewitt, John, Foito, Daniel
Networked In-Flight Validation Environment for Air Traffic Management ConceptsTBMG-2798312/1/2017
Modernization of the National Airspace System (NAS) will involve future air traffic management (ATM) concepts of operation and technology frameworks that rely on the automated exchange of information between aircraft, and between aircraft and ground-based air traffic control systems. In-flight validation is critical to the acceptance and ultimate implementation of these concepts, so an approach and enabling infrastructure are needed to reduce the costs of flight tests. The approach and infrastructure must also support refinement and validation of interoperability standards for enabling communications and surveillance technologies. The innovation described here is a concept to develop an in-situ test environment for advanced ATM concepts by leveraging existing computing and network infrastructure and existing simulations of future surveillance equipage.
Cargo Restraint Straps – Utilization GuidelinesARP5595B (Current)11/13/2017
This Aerospace Recommended Practice aims at providing general utilization guidelines and calculation methods adequate to guarantee the effectiveness and ultimate load strength of tie-down/lashing arrangements performed to restrain cargo on board civil transport aircraft during flight: a Cargo loaded and tied down onto airworthiness approved air cargo pallets, themselves restrained into aircraft lower deck, main deck or upper deck cargo systems meeting the restraint requirements of air cargo pallets approved in accordance with NAS 3610 or AS36100, or b Additional tie-down on aircraft structure when necessitated by pallet maximum gross mass or centre of gravity location, or c Individual pieces of cargo, or pieces of cargo placed onto an unrestrained (“floating”) pallet into either lower deck, main deck or upper deck containerized cargo compartments of an aircraft, or d Individual pieces of load loaded in non-containerized (bulk loaded) baggage or cargo compartments.
AGE-2 Air Cargo
Guide to Civil Aircraft Electromagnetic Compatibility (EMC)ARP60493 (Current)10/25/2017
This guide provides detailed information, guidance, and methods for demonstrating electromagnetic compatibility (EMC) on civil aircraft. This guide addresses aircraft EMC compliance for safety and functional performance of installed electrical and electronic systems. The EMC guidance considers conducted and radiated electromagnetic emissions and transients generated by the installed electrical and electronic systems which may affect other installed electrical and electronic systems on the aircraft. Application of appropriate electrical and electronic equipment EMC requirements are discussed. Methods for aircraft EMC tests and analysis are described. This guide does not address aircraft compatibility with the internal electromagnetic environments of portable electronic devices (PED) or with the external electromagnetic environments, such as high-intensity radiated fields (HIRF), lightning, and precipitation static.
AE-4 Electromagnetic Compatibility (EMC) Committee
Minimum Performance Standard for Anticollision Light SystemsAS8017D (Current)8/24/2017
This SAE Aerospace Standard (AS) establishes minimum performance standards for new equipment anticollision light systems. This Aerospace Standard defines minimum light intensity in terms of "effective intensity" as defined in paragraph 3.5 of this standard and specified vertical and horizontal directions about the longitudinal and vertical axis of the airplane. It will also define flash rate and color for the anticollision light system. It is not intended that this standard require the use of any particular light source such as Xenon, LED or any other specific design of lamp.
A-20B Exterior Lighting Committee
Metallic Materials Properties Development and Standardization (MMPDS) Handbook - 12B-9847/1/2017
The Metallic Materials Properties Development and Standardization (MMPDS) Handbook is an accepted source for metallic material and fastener system allowables, recognized by the Federal Aviation Administration (FAA), all departments and agencies of the Department of Defense (DoD), and the National Aeronautics and Space Administration (NASA), within the limitations of the certification requirements of the specific government agency. 2017 saw the release of MMPDS-12, superseding MMPDS-11 and prior editions of the MMPDS, as well as all editions of its predecessor MIL-HDBK-5. The MMPDS Handbook is revised regularly to ensure that reliable, statistically-based design properties are available for as many mature materials and/or product forms as possible. Changes specific to this version, MMPDS-12, include: • Revision of modulus (chapter 5) • Re-evaluation of some fatigue curves (chapter 6) • Update of shear strength basis footnotes (chapter 8) • Changes in strain rate requirement for full range stress-strain curves (chapter 9) • Calculations of modulus for stress-strain curve analysis (chapter 9)
Training and Qualification Program for Deicing/Anti-icing of Aircraft on the GroundAS6286 (Historical)11/29/2016
This document establishes the minimum training and qualification requirements for ground based aircraft deicing/anti-icing methods and procedures. All guidelines referred to herein are applicable only in conjunction with the applicable documents. Due to aerodynamic and other concerns, the application of deicing/anti-icing fluids shall be carried out in compliance with engine and aircraft manufacturers’ recommendations. The scope of training should be adjusted according to local demands. There are a wide variety of winter seasons and differences of the involvement between deicing operators and the level and length of training should therefore be adjusted accordingly. However, the minimum level of training shall be covered in all cases. As a rule of thumb, each hour of classroom training should at least equal the same amount (or include more) of practical training wherever this is relevant. Both basic and recurrent practical training shall be performed and documented periodically.
G-12T Training and Quality Programs Committee
Replacement and Modified Brakes and WheelsARP1619B (Current)10/21/2016
This SAE Aerospace Recommended Practice (ARP) defines recommended planning and substantiation procedures and associated reviewing and approval processes to confirm that proposed changes do not compromise the demonstrated safety of the originally certified aircraft, and performance and aircraft compatibility are appropriately addressed in aircraft documentation. Successful demonstration also requires that failure modes be identified and mitigation provided for each. These procedures apply to modifications made by the original component or assembly supplier as well as approval of an alternate supplier.
A-5A Wheels, Brakes and Skid Controls Committee
Modelling and Simulation Tools for Systems Integration on Aircraft2016-01-20529/20/2016
This paper presents an overview of a project called “Modelling and Simulation Tools for Systems Integration on Aircraft (MISSION)”. This is a collaborative project being developed under the European Union Clean Sky 2 Program, a public-private partnership bringing together aeronautics industrial leaders and public research organizations based in Europe. The provision of integrated modeling, simulation, and optimization tools to effectively support all stages of aircraft design remains a critical challenge in the Aerospace industry. In particular the high level of system integration that is characteristic of new aircraft designs is dramatically increasing the complexity of both design and verification. Simultaneously, the multi-physics interactions between structural, electrical, thermal, and hydraulic components have become more significant as the systems become increasingly interconnected. The aim of MISSION is to develop and demonstrate an integrated modeling, simulation, design and optimization framework incorporating Model-Based Systems Engineering (MBSE) principles oriented to the Aerospace industry. This framework will holistically support the design, development and validation process of an aircraft, starting from conceptual aircraft-level design, toward capture of key requirements, system design, software design, integration, validation and verification. In order to achieve this goal, MISSION will deliver a core modeling and simulation environment, primarily based on the Modelica language for modeling of multi-physics systems, which incorporates dedicated platforms and toolsets for aircraft-level design and optimization, system-level design and optimization, model-based controls and virtual testing. The paper outlines the technical development program, the challenges being addressed and the benefits that this framework will bring to the Aerospace industry.
Valdivia-Guerrero, Virgilio, Foley, Ray, Riverso, Stefano, Govindaraju, Parithi, Elsheikh, Atiyah, Mangeruca, Leonardo, Burgio, Gilberto, Ferrari, Alberto, Gottschall, Marcel, Blochwitz, Torsten, Bloch, Serge, Taylor, Danielle, Hayes-McCoy, Declan, Himmler, Andreas
Research on the Quad Tilt Wing Future Civil VTOL Transport2016-01-20559/20/2016
JAXA (Japan Aerospace Exploration Agency) has been conducting a research on a future commercial tilt wing VTOL (Vertical TakeOff and Landing) transport under JAXA's "Sky Frontier" Program aiming to develop technologies for aircraft innovation. The research focuses on QTW (Quad Tilt Wing) civil VTOL transport, which features tandem tilt wings with propellers mounted at the mid-span of each wing. The goals of the research in the present phase are to propose a concept of a QTW business VTOL transport system and to pursue the essential technologies development such as OEI (One-Engine-Inoperative) safe recovery, transition flight control and cruise efficient aerodynamic design. Nine passengers business QTW concept was designed and trade-off analysis of the propulsion system architecture for OEI safety was conducted. The result suggests the architecture having no cross-shaft mechanism with auto-failure-compensation is the most effective in terms of the system weight and operating cost. Controller design technology for full-envelope auto-guidance mode has been developed and a series of flight evaluations has been started using a small QTW UAV (Unmanned Aerial Vehiclde) demonstrator. A CFD (Computational Fluid Dynamics) tool for cruise efficient tandem wing design has also been developed and its preliminary validation has been conducted. This paper summarizes the overview of the research program and the current progress of the system concept design and the essential technology research.
Muraoka, Koji, Hirabayashi, Daisuke, Sato, Masayuki, Aoki, Yoshihisa
Laboratory Test Means Scalable to the Test2015-01-25469/15/2015
To perform a complete aircraft certification plan, civil aviation test centres use specific flight test installations and ground test means. In this scope tests specialists operate ground test means which have a generic name Laboratory Tests Means (LTM) to validate aircraft functions. Today these functions are becoming more and more complex, moreover certification deadlines and tests campaign costs are becoming increasingly challenging and demand LTM use optimization. In this context current LTM development approach is no longer suitable to cover these new constraints. Currently LTMs start to be designed when testing strategy for a new aircraft is defined and design is quite specific. Drawbacks of such an approach are: tunnel effect for LTM development, no simple sharing of testing resources, LTM reuse is not easy, LTM upgrade requires re-engineering and many LTMs have to be maintained even if only partially used. As a result future LTMs shall be scalable to the tests and tests shall not be dedicated to a specific LTM. A modular, distributed and open architecture based on standards will be an enabler to run tests in an efficient way. Agility in the testing process and LTM configuration will allow adjusting test means to the test procedure. LTM will become easily adaptable to A/C changes and testing strategy priorities. Tests can be run in parallel using only the required resources. Interconnection of distributed LTMs will improve testing capabilities and functionalities. Combined with remote and virtual testing capabilities the next generation of LTMs will become less a standalone device and more a network connected device. Shared by the design office, test centre and A/C suppliers, the LTM will also set more synergies between each stakeholder providing appropriate services, to complete the certification in an efficient and timely manner.
Delrieu, Sylvain
Validation and Update of Aerodynamic Database at Extreme Flight Regimes2015-01-25679/15/2015
Aerodynamic database update from the flight tests using system identification techniques is a crucial tool for the development of control laws and high fidelity simulators. For the certification of aircraft under test, aero-database needs to be validated from flight tests throughout the flight envelope and also to certain levels beyond the envelope boundaries. Validation of aero-database close to envelope boundaries entails additional complexities which necessitates careful handling of flight data identification and update process. This paper discusses the approach adopted for aero-database update and flight clearance, followed by a discussion on the issues relevant in the extreme flight test regimes, such as, flow angle accuracy at higher angles-of-attack, center-of-gravity variation with fuel pitch angle for high-g maneuvering conditions and inaccuracies in Mach number at transonic speeds. Results from flight data identification of a high performance aircraft with relaxed static stability are presented to highlight the impact of each of these factors on aero-database update.
Kaliyari, Dushyant, Nusrath TK, Khadeeja, Singh, Jatinder
Reduced Order Model Approach for Efficient Aircraft Loads Prediction2015-01-25689/15/2015
Flight loads calculations play a fundamental role in the development and certification of an aircraft and have an impact on the structural sizing and weight. The number of load cases required by the airworthiness regulations is in the order of tens of thousands and the analysis must be repeated for each design iteration. On large aircraft, CS-25 explicitly requires taking into account for loads prediction, airframe flexibility, unsteady aerodynamics and interaction of systems and structure, leading to computationally expensive numerical models. Thus there is a clear benefit in speeding-up this calculation process. This paper presents a methodology aiming to significantly reduce the computational time to predict loads due to gust and maneuvers. The procedure is based on Model Order Reduction, whose goal is the generation of a Reduced Order Model (ROM) able to limit the computational cost compared to a full analysis whilst retaining accuracy. The method is applied to a commercial transport aircraft modeled with beam elements, unsteady aerodynamics based on Doublet Lattice Method and servo-hydraulic actuators for the control surfaces. The aeroelastic equations of motion are formulated in the time-domain, through the Rational Function Approximation and application of the Balanced Truncation method. The results obtained with the reduced model shows a very good accuracy with respect to the full model and a significant saving in computational time. The impact of flexibility on the gust load factor is also highlighted, comparing it with the quasi-static analysis by Pratt's formula, current standard for Part 23 aircraft.
Castellani, Michele, Lemmens, Yves, Cooper, Jonathan
Wearable Technologies as a Path to Single-Pilot Part 121 Operations2015-01-24409/15/2015
Labor costs rank second only to fuel in expenses for commercial air transports. Labor issues are a growing concern in the airline industry, with an impending worldwide pilot shortage. One solution proposed and requested by some of the industry leaders is to allow a single flight crew member to operate the aircraft. Safety concerns represent the dominant barrier to single-pilot Part 121 operations. The FAA and Congress consistently demonstrate a bias toward conservatism in their regulation of airlines and commercial aircraft. Bureaucrats and the general public fall prey to isolated news stories that highlight pilot error and anchor their viewpoint on further regulating a two-person crew. Yet, in an alarming spate of recent airline accidents, the presence of multiple crewmembers did nothing to prevent, and actually may have contributed to, the crash. Technology is not the problem. The real challenge is to convince Federal regulators and the flying public that Part 121 operations can be performed as safely with a single pilot as with two. This will require a redesign of the flight deck for next generation aircraft, as well as inclusion of emerging, yet stable, technologies to allow a single pilot to manage workloads traditionally requiring two crewmembers. This paper outlines the framework for a single-pilot flight deck system for Part 121 cargo operations, complete with considerations for training and redundancy. This design is made feasible by the inclusion of wearable devices to assist the pilot with flight deck duties in place of a second pilot.
Moehle, Robert, Clauss, Jason
Test Requirements and Means for Commercial Aircraft Hydraulic SystemsARP6200 (Current)10/8/2014
This SAE Aerospace Recommended Practice (ARP) describes the recommended tests and their associated test means for commercial aircraft hydraulic systems at the system level that are required to demonstrate compliance with the 14 CFR Part 25 and EASA CS 25 airworthiness regulations, and to show that the required level of maturity at the aircraft entry into service (EIS) has been achieved.
A-6A1 Commercial Aircraft Committee
Weight Analysis for Low-Speed and Sun-Powered Aircraft2014-36-05089/30/2014
One of the critical tasks of aircraft design is the definition of mass of aircraft's main items, and the aircraft mass distribution. Depending on the type of aircraft (e.g. commercial, general aviation, highly-maneuverable) different types of mass distribution data or trend curves are available; and in general these curves are based on the existing aircraft. But some lack of data is noticeable in terms of solar aircraft, i.e. the available information in terms of mass trends does not fulfill the needs of the designers of this type of aircraft. Considering this perspective, the main motivation of this study is to provide some information, in terms of mass trends and mass analysis for sun-powered aircraft, which could fill part of the gap, and stimulate other efforts in the same direction. Through this work, studies of mass breakdown of different examples of sun-powered aircraft are presented. The values have been obtained directly or estimated from the available data of aircraft geometry, systems power and typical mission. Additionally, a tentative “trend curve” for identifying the tendency of optimum wing structural mass in function of aircraft mass, for very light aircraft, such as sun-powered aircraft, is presented.
Barbosa, Luciano Magno Frágola, Andrade de Oliveira, Paulo Henriques Iscold
Refinements of the Kalman Estimates for the Position and Velocity of a Vehicle Obtained with GPS Using Inertial Navigation System's Measurements: A Comparative Analysis2013-36-065010/7/2013
Currently, the use of Global Navigation Satellite Systems-GNSS has been widely disseminated for the most different applications, from the aeronautical navigation to the car traffic, being the Global Positioning System-GPS the most used system for such objectives. New applications have presented challenges in terms of the main requirements associated to such systems, namely: precision, reliability, availability, continuity and integrity. It is because proposed solutions, such as satellite or ground-based augmentation systems, depend on signals provided by the GNSS satellite constellation. It constitutes a limitation for using such systems for position and velocity estimations. On other hand, Inertial Navigation Systems-INS, being independent of external signals, have a big potential to be applied on these circumstances; furthermore, they present characteristics that may be considered complementary to the GNSS. In this work we study refinements of the Kalman estimates for the position and velocity of a vehicle obtained with GPS using Inertial Navigation System's measurements. For that, we: 1- perform simulation of a vehicle movement using position and velocity estimates obtained from a GNSS constellation; 2- perform the simulation of a vehicle movement using accelerometer data being updated with measurements obtained from a GNSS constellation by a Kalman Filter, with uncertainties from the accelerometers and GNSS data modeled as stochastic Gaussian processes; and 3- compare the results of the simulation, discussing the possible advantages and disadvantages of the application of GNSS-INS integration techniques. We expect to show: 1- the difficulties to tuning the Kalman Filter to obtain a behavior of convergence; 2- the limitations of using GPS data without integration or Navigation; and 3- the use of accelerometer data integrated to GPS contributes for the improvement of onboard navigation systems.
Adinolfi, Alessandro Gonçalves, Kuga, Helio Koiti, de Oliveira e Souza, Marcelo Lopes
Lithium Battery Powered Portable Electronic DevicesAIR5561 (Current)10/4/2013
This SAE Aerospace Information Report (AIR) is intended to cover any type of portable electronic device, powered by a rechargeable lithium battery that has application in operating the aircraft. This includes devices such as laptop computers, electronic tablets, and electronic book-reading devices, used as Electronic Flight Bags (EFBs), and similar applications.
AE-7B Power Management, Distribution and Storage
Regulatory and Standardization Process for Unconventional Aircraft in Light UAV Segment2013-01-21039/17/2013
In this paper the regulatory and standardization aspects regarding the light UAV segment are described reporting main steps and activities carried out during the FP7 European SkyMedia funded project. With respect to the Unmanned Aircraft Vehicle regulation achievements, a detailed process conducted beside the Italian Flight Regulation Authority (ENAC) is reported emphasizing the key points that led to receive multiple Permit to Fly for Nimbus novel hybrid UAV platform, the first case in Italy in the category of “light UAV”. With specific reference to the UAV segment, after showing the complex procedure defined with such Authority to receive authorization to fly for project final demo, some light on the future perspectives for light UAV regulation will be provided underlining efforts and contributions to define a clear track on the UAV development in civil applications. In this context, further experimental procedures can be implemented in the next future to extend such procedures to other motivated cases likes, for example, national security or similar civil protection operations. Since nowadays a special regulation is missing in this field, this activity can provide a reference and some useful information on the key elements that will be evaluated by national flight authority in the process of issuing the permit to fly to light UAS in other countries.
Grimaccia, Francesco
Head Up and Eyes Out Enabling Equivalent Visual Operations with the Head Up Display2013-01-23009/17/2013
Following the introduction of Head-Up Displays (HUD) into commercial airplanes over 30 years ago, many aircraft manufacturers are now installing HUDs as baseline or as a selectable option on their latest designs. Most pilots that have used the HUD in difficult flying conditions prefer it to classic flight deck configurations with head-down displays only. This paper describes the features and benefits of the HUD that allow the pilot to remain head-up and eyes-out throughout the flight, especially in the crowded skies around an airport. This is achievable because the HUD provides all the primary flight information needed to fly the airplane. Some of the information is conformal to the outside world and the whole image is focused at optical infinity, eliminating the need for the pilot to refocus between the HUD symbology and real world features viewed through the HUD. Flight path based flying is intuitive, reducing workload and improving safety by allowing the pilot to maintain better situational awareness of the airplane's energy state. Use of HUD symbology enables increased flight and navigational accuracy to be achieved. Additionally, the HUD provides an advanced monitoring capability for the pilot while the airplane is in automated flight, and allows him/her to independently monitor the control loop, even when not in physical control of the airplane. This paper also discusses the capabilities of the Head-Up Guidance System (HGS™) as related to low visibility operations. Where these operations have been conducted traditionally with automatic guidance systems, the HGS provides the opportunity for pilots to manually conduct the approach, landing and rollout in visibilities as low as 600RVR and takeoffs to 300RVR. Several regulatory “Special Authorizations” have been developed to specifically take advantage of the HUD's low visibility capabilities, to allow increased operational flexibility. The Federal Aviation Administration (FAA) Next Generation Air Transportation System will provide opportunities for Equivalent Visual Operations, which may allow VFR operational tempos, and potentially VFR procedures, to be maintained under low visibility conditions. Vision System technologies, already available on some airplanes, allow HUD symbology to be underlaid with a conformal view of terrain features ahead of the airplane. These technologies, supported by NASA research, allow for the integration of sensor-based Enhanced Vision, Synthetic Vision, and Combined Vision imagery for use both in the air and on the ground. An RTCA committee is defining performance standards for such Vision System technologies. These range from the use of Synthetic Vision, to achieve lower operational minima and increased situational awareness, to the use of sensor-based Enhanced Vision for approach, landing and taxi in visibilities as low as 300RVR. Both analysis and simulator/flight demonstrations, some sponsored by the FAA and NASA, continue to substantiate and quantify the safety benefits that can be realized in flying head-up with a HUD. The results of these studies continue to justify claims that the use of the HUD improves a pilot's accuracy and consistency in performing flight operations, particularly in the terminal area, leading to increased flight safety.
Barber, Sarah, Schwab, Dean, Zimmerman, Ken
Preforming of a Fuselage C-Shaped Frame Manufactured by Resin Transfer Molding2013-01-22149/17/2013
The need for efficient manufacturing approaches has emerged with the increasing usage of composites for structural components in commercial aviation. Resin Transfer Molding (RTM), a process where a fiber preform is injected with resin into a closed tool, can achieve high fiber content required for structural components as well as improved dimensional accuracy since all surfaces are controlled by a tool surface. Moreover, RTM is well suited for parts that can be standardized throughout the aircraft, such as a fuselage frames and stringers. The objective of this investigation is to develop a preforming approach for a C-Shaped Fuselage frame. Two approaches are proposed: tri-axial braiding and hand lay-up of Non-Crimp Fabrics. The fiber architecture of the basic materials as well as the complete preforms is explained. The necessary preforming operations are detailed. The quality control measurement of fiber orientation and thickness are presented. A relation between the fabric lay-up angle, the fabric construction and the potential defects is drawn. The fiber architecture of the molded part is reported. The fiber volume content and void content of C-Shaped frames are measured using the acid digestion method. The outcome of this study can be applied to the fabrication of aircraft frames.
Laberge Lebel, Louis, Trudeau, Paul
Electromagnetic Protection Hazards on Composite versus Metallic Aircraft2013-01-21579/17/2013
The lightning represents a fundamental threat to the proper operation of aircraft systems. For aircraft protection, Electromagnetic Compatibility requires conductive structure that will provide among all, electromagnetic shielding and protection from HIRF and atmospheric electricity threat. The interaction of lightning with aircraft structure, and the coupling of induced energy with harnesses and systems inside the airframe, is a complex subject mainly for composite aircraft. The immunity of systems is governed by their susceptibility to radiated or conducted electromagnetic energy. The driving mechanism of such susceptibility to lightning energy is the exposure to the changing magnetic field inside the aircraft and IR voltage produced by the flow of current through the structural resistance of the aircraft. The amplitude of such magnetic field and IR voltage is related to the shielding effectiveness of the aircraft skin (wiremesh, composite conductivity). However, it is also known that copper wiremesh does not provide adequate protection from magnetic field, even though it is needed for lightning current dissipation and the reduction of the heat that could damage the structure, following a lightning strike. The protection from magnetic field on composite aircraft can be provided by ferromagnetic material that nevertheless appears too heavy for covering the whole aircraft fuselage. Thus the need for R&D activities on nano technologies for solutions providing good magnetic shielding effectiveness without impacting aircraft weight. In the scope of aircraft Electromagnetic Protection and aircraft Safety activities, Bombardier Core Engineering is conducting R&D work on aircraft structure protection from lightning, and collaborating with University of Québec at Trois-Rivières (UQTR). This paper highlights the impact of magnetic field due to lightning on composite aircraft.
Moupfouma, Fidele, Klim, Zdzislaw, Skorek, Adam
Effects of Hanging Loads (e.g., GOH) on ULD PerformanceAIR4359 (Historical)8/12/2013
This SAE Aerospace Information Report (AIR) provides information on the subject of Air Mode containers used for transporting “Hanging Loads” such as Garment-On-Hangers (GOH), or other roof supported cargo. It suggests considerations and recommendations for roof loaded containers to transport hanging loads efficiently and safely by air and to protect the aircraft floor and cargo system from damage due to overload conditions.
AGE-2 Air Cargo
Air Cargo Unit Load Devices – Center of Gravity Control MethodsARP36103A (Current)11/21/2012
This SAE Aerospace Recommended Practice (ARP) provides the industry agreed methods to keep the center of gravity (C.G.) location of loaded air cargo Unit Load Devices (ULDs) within the maximum horizontal and vertical limits allowed by their airworthiness approval.
AGE-2 Air Cargo
Refinements of the GPS Kalman Estimates for the Position and Velocity of a Vehicle during High Acceleration Transients Using IMU Measurements2012-36-051310/2/2012
Currently, the use of Global Navigation Satellite Systems-GNSS has been widely disseminated for the most different applications, from the aeronautical navigation to the car traffic system, being the Global Positioning System-GPS the most used system for such objectives. New applications of such systems have presented more demanding requirements in terms of precision for the position and velocity provided by these systems. Some solutions, as the precision augmentation systems based on satellite or ground improve the precision of the position and velocity estimates. However, the sampling rate of these systems is not substantially improved. Therefore, it constitutes a major limitation of such systems for the position and velocity estimates during high acceleration transients. On other hand, Inertial Navigation Systems- INSs present superior performance under these circumstances. In this work we study refinements of the GPS Kalman estimates for the position and velocity of a vehicle during high acceleration transients using measurements from the Inertial Measurement Unit-IMU of an INS. For that, we: 1- identify a case in the literature with discrete-discrete type Kalman Filter applied to the linearized version of a two dimension vehicle movement, with uncertainties from the GPS sensors modeled as stochastic gaussian processes characterized for small or null acceleration transients; 2- apply the case for high acceleration transients; and 3- repeat this with GPS and INS for high acceleration transients. We expect to show: 1- the difficulties to tuning the Kalman Filter to obtain a behavior of convergence; 2- after the Kalman Filter is tuned, the estimates of the state variables can be obtained with sufficient precision; and 3- the use of IMU measurements refines the GPS Kalman estimates for the position and velocity of a vehicle during high acceleration transients.
Adinolfi, Alessandro Goncalves, Kuga, Helio Koiti, de Oliveira e Souza, Marcelo Lopes
External Software Loading of Electronic Engine ControlsARP4714A (Current)9/25/2012
This paper presents guidelines for development of a procedure for external software loading of an electronic engine control (EEC) for a commercial application, on-wing or in a qualified service shop. This paper makes the following assumptions: a The EEC is designed to accept external software loading. b The EEC is certified as part of an engine. c The support equipment is qualified in accordance with procedures set forth by the engine (and aircraft, if necessary) certifying authority if the EEC cannot detect an integrity violation of the loaded program. d The software to be loaded has been approved by the engine and aircraft certifying authorities. e One or more configurations of EEC hardware has been identified for each version of software which is to be loaded in the EEC. It is appropriate to use these guidelines in the initial development phase, although the certification issues would not be applicable. Approval as used herein means approval by the engine (and aircraft, if necessary) certifying authority. There are cases where the engine may commence certification activities and no specific aircraft application has been identified. In these cases, the aircraft certification authority should be notified of the EEC’s external software loading capability when the engine’s application is identified. The appropriate documentation can be delivered to the aircraft certifying authority at that time.
E-36 Electronic Engine Controls Committee
Cargo Shoring GuidelinesARP5596B (Current)1/5/2012
This SAE Aerospace Recommended Practice (ARP) specifies guidelines for calculating and performing shoring (load spreading) required on board civil transport aircraft whenever a piece of cargo to be carried exceeds the aircraft's maximum allowable limits in area load, running load, or both. It provides both the engineering methods needed to properly design a shoring arrangement, and the main practical dos and donts known from experience to ensure its effectiveness in protecting the aircraft's structure against overload.
AGE-2 Air Cargo
AS36100 Background and DevelopmentAIR36107A (Current)11/23/2011
This SAE Aerospace Information Report (AIR) provides a record of the development by SAE AGE-2A Air Cargo Sub-Committee of Aerospace Standard AS36100, Air Cargo Unit Load Devices - Performance Requirements and Test Parameters, published 2005-02, intended as a technical reference for airworthiness approval of air cargo unit load devices (pallets, nets and containers) to be loaded with either baggage or freight on board civil transport aircraft, and to partly supersede previously used NAS 3610, Cargo unit load devices - Specification for - [Revision 10, 1990, referenced in TSO C90c].
AGE-2 Air Cargo
Cargo Restraint Straps - Utilization GuidelinesARP5595A (Historical)11/4/2011
This Aerospace Recommended Practice aims at providing general utilization guidelines and calculation methods adequate to guarantee the effectiveness and ultimate load strength of tie-down / lashing arrangements performed to restrain cargo on board civil transport aircraft during flight: a cargo loaded and tied down onto airworthiness approved air cargo pallets, themselves restrained into aircraft lower deck, main deck or upper deck cargo systems meeting the restraint requirements of air cargo pallets approved in accordance with NAS3610 or AS36100A, or b additional tie-down on aircraft structure when necessitated by pallet maximum gross mass or CG, or c individual pieces of cargo, or pieces of cargo placed onto an unrestrained (“floating”) pallet into either lower deck, main deck or upper deck containerized cargo compartments of an aircraft, or d individual pieces of load loaded in non containerized (bulk loaded) baggage or cargo compartments.
AGE-2 Air Cargo
Air Cargo Unit Load Devices – Reference DocumentsAIR36105A (Historical)11/4/2011
The present Aerospace Information Report (AIR) provides a list of the main government regulations, SAE and international standards, and standing industry recommendations applying to air cargo unit load devices (pallets, nets and containers) to be loaded with either baggage or freight on board civil transport aircraft.
AGE-2 Air Cargo
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