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This document defines the test procedures and performance limits of steady state and transient voltage characteristics for 12 V, 24 V, or 48 V electrical power generating systems used in commercial ground vehicles.
This specification covers a low-alloy steel in the form of bars, forgings, mechanical tubing, and forging or tubing stock.
This test method provides the capabilities, limitations, and suggested possible applications of TGA as it pertains to the detection of counterfeit electronic components. Additionally, this document outlines requirements associated with the application of TGA including: equipment requirements, test sample requirements, methodology, control and calibration, data analysis, reporting, and qualification and certification. If AS6171/10 is invoked in the contract, the base document, AS6171 General Requirements shall also apply.
This method standardizes inspection, test procedures and minimum training and certification requirements to detect Suspect/Counterfeit (SC) Electrical, Electronic, and Electromechanical (EEE) components or parts utilizing Delid/Decapsulation Physical Analysis. The methods described in this document are employed to either delid or remove the cover from a hermetically sealed package or to remove the encapsulation or coating of an EEE part, in order to examine the internal structure and to determine if the part is suspect counterfeit. Information obtained from this inspection and analysis may be used to: a prevent inclusion of counterfeit parts in the assembly b identify defective parts c aid in disposition of parts that exhibit anomalies This test method should not be confused with Destructive Physical Analysis as defined in MIL-STD-1580. MIL-STD-1580 describes destructive physical analysis procedures for inspection and interpretation of quality issues. Due to the destructive nature of
This method outlines the requirements, capabilities, and limitations associated with the application of Design Recovery for the detection of counterfeit electronic parts including: Operator training; Sample preparation; Imaging techniques; Data interpretation; Design/functional matching; Equipment maintenance and; Reporting of data. The method is primarily aimed at analyses performed by circuit delayering and imaging with a scanning electron microscope or optical microscope; however, many of the concepts are applicable to other microscope and probing techniques to recover design data. The method is not intended for the purpose of manufacturing copies of a device, but rather to compare images or recover the design for determination of authenticity. If AS6171/11 is invoked in the contract, the base document, AS6171 General Requirements shall also apply.
This standard specifies the areas to be used in calculating stress or load values to be used in externally and internally threaded fastener procurement specifications for bolts, screws, nuts, and studs and for the information of designers.
This document provides guidance for in-flight rest facilities provided for use by cabin crew on commercial transport airplane. This document is applicable to dedicated cabin crew rest facilities with rigid walls. The facility includes a bunk or other surface that allows for a flat sleeping position, is located in an area that is temperature-controlled, allows the crew member to control light, and provides isolation from noise and disturbance.
This SAE Aerospace Recommended Practice (ARP) provides guidelines for abuse load testing of a deployable Individual Video System (IVS). The abuse load testing defined in this ARP is intended to only address the evaluation of the deployable IVS regarding stowage of the system and injurious projections/protrusions as a result of passenger interaction with the video system. Other aspects of the video system design or qualification may require additional testing or analysis and are outside the scope of this ARP. This ARP is not intended to address customer satisfaction or reliability aspects of individual designs.
This specification defines the requirements for a threaded rigid coupling assembly, which utilizes ferrule type machined tube end fittings, to join tubing and components in aircraft fuel, vent, and other systems. This coupling assembly is designed for use from −65 to 200 °F and at 125 psig operating pressure.
This standard defines the requirements for fully replacing undesirable surface finishes using robotic hot solder dip. Requirements for qualifying and testing the refinished piece parts are also included. This standard covers the replacement of pure tin and Pb-free tin alloy finishes with SnPb finishes with the intent of subsequent assembly with SnPb solder. This dipping is different from dipping to within some distance of the body for the purposes of solderability; solder dipping for purposes other than full replacement of pure tin and Pb-free tin alloy finishes are beyond the scope of this document. It covers process and testing requirements for robotic dipping process and does not cover semi-automatic or purely manual dipping processes. This standard does not apply to piece-part manufacturers who build piece parts with a hot solder dip finish. It applies to refinishing performed by a robotic hot solder dip service supplier or production facilities at the customer, whenever the intent
This document establishes the minimum requirements for an environmental test chamber and test procedures to carry out anti-icing performance tests according to the current materials specification for aircraft deicing/anti-icing fluids. The primary purpose for such a test method is to determine the anti-icing performance under controlled laboratory conditions of AMS1424 Type I and AMS1428 Type II, III, and IV fluids.
The purpose of this Standard is to provide an integrated set of fundamental processes to aid a developer in the engineering or reengineering of a system. Use of this Standard is intended to help developers a) establish and evolve a complete and consistent set of requirements that will enable delivery of feasible and cost-effective system solutions; b) satisfy requirements within cost, schedule, and risk constraints; c) provide a system, or any portion of a system, that satisfies stakeholders over the life of the products that make up the system. NOTE—The term product is used in this standard to mean: a physical item, such as a satellite (end product), or any of its component parts (end products); a software item such as a stand-alone application to run within an existing system (end product); or a document such as a plan, or a service such as test, training, or maintenance support, or equipment such as a simulator (enabling products). d) provide for the safe and/or cost-effective
This document provides informational background, rationale and a technical case to allow consideration of the removal of the magnesium alloy restriction in aircraft seat construction as contained in AS8049B. The foundation of this argument is flammability characterization work performed by the FAA at the William J. Hughes Technical Center (FAATC), Fire Safety Branch in Atlantic City, New Jersey, USA. The rationale and detailed testing results are presented along with flammability reports that have concluded that the use of specific types of magnesium alloys in aircraft seat construction does not increase the hazard level potential in the passenger cabin in a post-crash fire scenario. Further, the FAA has developed a lab scale test method, reference DOT/FAA/TC-13/52, to be used as a certification test, or method of compliance (MOC) to allow acceptability of the use of magnesium in the governing TSO-C127 and TSO-C39C. Other flammability studies are also cited in the AIR document to
This Aerospace Standard establishes the preferred diameter-pitch combinations of ISO metric 60° screw threads recommended for use in the aerospace industry for metric module bolts and nuts.
This specification establishes the procedure for installing hardened key types studs and inserts, eliminating the need for broaching key slots. It also defines the hole preparation necessary to install the studs and inserts.
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