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Aircraft Propulsion System Health Management GuideARP1587C (Current)9/25/2026
This SAE Aerospace Recommended Practice (ARP) addresses aeronautical Propulsion System Health Management. Aircraft propulsion systems are broader than gas turbine engines and include electric and hybrid propulsion systems. Furthermore, health management of auxiliary systems such as for thermal management of electric propulsion modules is also included in the scope. This document uses the term Engine Health Management (EHM) to include health management of propulsion systems and related equipment such as electric motors and heat exchangers for thermal management in an integrated power and propulsion system (IPPS). This keystone document gives a top-level view and addresses EHM description, benefits, and capabilities, and provides examples. This ARP purposely addresses a wide range of EHM architectures to demonstrate possible EHM design options. This ARP is not intended as a legal document and does not provide detailed implementation steps but does address potential benefits and general implementation issues. Other SAE documents (aerospace standards, aerospace recommended practices, and aerospace information reports) address specific component specifications, procedures, and “lessons learned.”
E-32 Aerospace Propulsion Systems Health Management
WASHER, FLARED TUBE FITTING ADJUSTABLE END, DEFINITION AND INSTALLATIONAS4324B (Current)9/25/2026
G-3, Aerospace Couplings, Fittings, Hose, Tubing Assemblies
Steel, Corrosion-Resistant, Bars, Wire, and Forgings, and Forging Stock, 17Cr - 0.52Mo (0.95 - 1.20C) (440C), for Bearing ApplicationsAMS5923B (Current)9/25/2026
This specification covers a corrosion-resistant steel in the form of bars, wire, forgings, and forging stock.
AMS F Corrosion and Heat Resistant Alloys Committee
Aluminum Alloy, Sheet and Plate, 5.6Zn - 2.5Mg - 1.6Cu - 0.23Cr, 7075: (-T76 Sheet, -T7651 Plate), Solution and Precipitation Heat TreatedAMS4315C (Current)9/25/2026
This specification covers an aluminum alloy in the form of sheet and plate up to 2.000 inches (50.80 mm), inclusive, in thickness. (see 8.5)
AMS D Nonferrous Alloys Committee
IEEE 1394 Beta PHY EnhancementsAS5643/3 (Current)9/25/2026
This SAE Aerospace Standard (AS) establishes guidelines for enhancement to IEEE 1394-2008 Beta (formerly IEEE 1394b) PHYsical (PHY) layer. It encompasses enhancements to the IEEE 1394-2008 Beta PHY to reduce port connection times and increase port connection reliability. Therefore, this document contains extensions/restrictions to “off-the-shelf” IEEE 1394 standards and assumes that the reader already has a working knowledge of IEEE 1394. The enhancements covered in this document include: Detect loss of descrambler synchronization Fast-ReTrain (FRT) Fast Power-on Re-connect (FPR) Fast Connection Tone Debounce (FTD) Programmable invalidCount Bus Reset Cause This document does not identify specific environmental requirements (electromagnetic compatibility, temperature, vibration, etc.); such requirements will be vehicle-specific and even LRU-specific. One should refer to the appropriate sections of MIL-STD-461E for their particular LRU and utilize handbooks such as MIL-HDBK-454A and MIL-HDBK-5400 for guidance. This document is referred to as a “slash sheet” and accompanies the AS5643B base standard.
AS-1A Avionic Networks Committee
Steel, Corrosion-Resistant, Plate, 13Cr - 8.0Ni - 2.2Mo - 1.1Al (PH 13-8 Mo), Premium Aircraft-Quality, Vacuum Induction Plus Consumable Electrode Melted, Solution Heat Treated, Precipitation HardenableAMS5864E (Current)9/25/2026
This specification covers a corrosion-resistant steel in the form of plate up to 3.00 inches (76.2 mm), inclusive, in nominal thickness.
AMS F Corrosion and Heat Resistant Alloys Committee
BOLT, MACHINE - DOUBLE HEXAGON EXTENDED WASHER HEAD, DRILLED, PD SHANK, CADMIUM PLATED, STEEL, (UNS G87400), 125 KSI MIN, .1900-32 UNJF-3AAS9923D (Current)9/22/2026
E-25 General Standards for Aerospace and Propulsion Systems
BOLT, MACHINE - DOUBLE HEXAGON EXTENDED WASHER HEAD, DRILLED, PD SHANK, NICKEL ALLOY, UNS N07718, 185 KSI MIN, .3750-24 UNJF-3AAS3246F (Current)9/22/2026
E-25 General Standards for Aerospace and Propulsion Systems
BOLT, MACHINE - DOUBLE HEX EXTENDED WASHER HEAD, DRILLED, CLOSE TOL SHANK, AMS5643 (UNS S17400), 140 KSI, .5625-18 UNJF-3AAS3180C (Current)9/22/2026
E-25 General Standards for Aerospace and Propulsion Systems
Flight Deck Layout and FacilitiesARP4101A (Current)9/22/2026
This document recommends criteria for the layout and for the design, installation, and operation of flight deck facilities for transport aircraft.
S-7 Flight Deck Handling Qualities Stds for Trans Aircraft
Steel, Maraging, Bars, Forgings, Mechanical Tubing, Rings, and Forging Stock, 18.5Ni - 9.0Co - 4.9Mo - 0.65Ti - 0.10Al (Maraging 300), Premium Aircraft Quality, Consumable Electrode Vacuum Remelted, AnnealedAMS6514L (Current)9/22/2026
This specification covers a premium aircraft-quality steel in the form of bars, forgings, mechanical tubing, flash-welded rings up through 10.000 inches (254.00 mm), inclusive, in diameter or least distance between parallel sides, and stock of any size for forging or flash-welded rings.
AMS E Carbon and Low Alloy Steels Committee
BOLT, MACHINE - DOUBLE HEXAGON, EXTENDED WASHER HEAD, PD SHANK, DRILLED, NICKEL ALLOY (UNS N07001), .1900-32 UNJF-3AAS9705F (Current)9/22/2026
E-25 General Standards for Aerospace and Propulsion Systems
BOLT, MACHINE - DOUBLE HEXAGON EXTENDED WASHER HEAD, DRILLED, PD SHANK, NICKEL ALLOY, UNS N07718, 185 KSI UTS MIN, .1900-32 UNJF-3AAS3243F (Current)9/22/2026
E-25 General Standards for Aerospace and Propulsion Systems
BOLT, MACHINE - DOUBLE HEXAGON EXTENDED WASHER HEAD, DRILLED, FULL SHANK, STEEL AMS6322, CADMIUM PLATED, .3750-24 UNJF-3AAS9944C (Current)9/22/2026
E-25 General Standards for Aerospace and Propulsion Systems
Carbon Fiber Fabric Repair Prepreg, 120 °C (250 °F) Vacuum Curing, Part 6 - Material Specification: Carbon Fiber Fabric Reinforced Epoxy Prepreg for Repair, Plain Weave Fabric, 193 g/m2, Adhesive Film for Repair and Non-Structural Glass Fiber Fabric Reinforced Epoxy Prepreg, 105 g/m2AMS3970/6A (Current)9/22/2026
AMS3970/6 Material Specification (MS) defines the requirements of carbon fiber plain weave fabric, 193 g/m2, reinforced epoxy structural prepreg for repair, curing under vacuum at 120 °C (250 °F), and a companion non-structural glass fiber fabric reinforced epoxy prepreg, 105 g/m2, used in repair of carbon fiber reinforced epoxy structures and qualified according to AMS3970/1 and AMS3970/2 for aerospace applications. The prepreg system may include an epoxy film adhesive to be applied in a co-curing process with the prepreg for joint and sandwich bonding. The need for a film adhesive shall be established during screening tests. If included, the requirements to be met by the adhesive are also defined in this document.
AMS CACRC Commercial Aircraft Composite Repair Committee
448 Guidance for Software Product Load Release for Flight Simulation Training Devices (FSTD)ARINC448 (Current)9/21/2026
ARINC Report 448 provides an industry standard set of guidelines for information to be provided as part of a Software Product Load Release (SPLR). This will assist both SPLR receivers, who include FSTD operators, to have a clear understanding of the changes made to a software product, what has changed in the product in terms of both software structure and design and the simulated functionality of the software, how the SPLR provider has tested and validated the changes made, along with further guidance and recommendations for the receiver.
Flight Simulator Engineering and Maintenance Committee
Steel, Corrosion-Resistant, Investment Castings, 15Cr - 4.6Ni - 0.22Cb (Nb) - 2.8Cu (15-5 PH®), Solution Heat Treated, Precipitation HardenableAMS5357F (Current)9/21/2026
This specification covers a corrosion-resistant steel in the form of investment castings.
AMS F Corrosion and Heat Resistant Alloys Committee
Aluminum Alloy Sheet and Plate, 5.6Zn - 2.5Mg - 1.6Cu - 0.23Cr, 7075: (-T6 Sheet, -T651 Plate), Solution and Precipitation Heat TreatedAMS4045N (Current)9/21/2026
This specification covers an aluminum alloy in the form of sheet and plate 0.008 to 4.000 inches (0.20 to 101.6 mm), inclusive, in thickness (see 8.5).
AMS D Nonferrous Alloys Committee
Cobalt Alloy, Corrosion- and Heat-Resistant, Bars, 62Co-28Cr-6Mo, (Co-Cr-Mo Alloy), Warm-WorkedAMS5918A (Current)9/21/2026
This specification covers a corrosion- and heat-resistant cobalt-chromium-molybdenum alloy in the form of bars 2.500 to 4.000 inches (63.50 to 101.60 mm) inclusive, diameter or least distance between parallel sides.
AMS F Corrosion and Heat Resistant Alloys Committee
Recommended Practice to Measure VOC Emissions from Polyurethane Foam Used in Automotive Interior CabinsJ3233_202609 (Current)9/21/2026
This SAE Recommended Practice establishes harmonized test methods for measuring volatile organic compound (VOC) emissions from polyurethane foam materials used in automotive interior applications. This recommended practice complements SAE J2989 by providing standardized emission collection methods, analytical procedures, and reporting formats to ensure consistent and comparable results across different testing laboratories and organizations. The methods discussed in this recommended practice include micro-scale chambers, small-scale chambers, bag methods, thermal extraction techniques, and bottle methods for aldehyde determination. This standard addresses the unique challenges presented by polyurethane foam materials, including their high surface area, absorption capacity, and sensitivity to environmental conditions. The selection of the appropriate test method shall be primarily determined by customer requirements or OEM specifications, as these requirements often dictate the specific test protocol needed for material approval or compliance. When customer requirements are not specified, the selected method should be based on available laboratory capabilities, sample size constraints, testing timeline requirements, and the intended use of the results. This recommended practice provides guidance on the appropriate conditions and limitations for each method to ensure consistent and comparable results across different testing approaches. The standardization of these testing methodologies is essential for reducing the variability currently observed across the automotive industry. By providing clear guidance on specimen preparation, test conditions, analytical procedures, and reporting formats, this standard aims to facilitate meaningful comparison of results, reduce testing costs, and improve product development and quality control efforts. This recommended practice applies to both molded polyurethane foam components such as seating cushions and backrests, and slab stock foam materials used in automotive interior applications. The guidance in this document is intended to reduce ambiguity, improve reproducibility, and provide comparable results across different testing facilities.
Volatile Organic Compounds
Motorcycle Side Stand Retraction Test ProcedureJ1578_202609 (Current)9/21/2026
This test procedure provides a standard method for evaluating the side stand retraction performance of a side stand/motorcycle combination.
Motorcycle Technical Steering Committee
Steel, Bars, Forgings, Mechanical Tubing, and Forging Stock, 1.2Cr - 2.0Ni - 0.45Mo (0.27 - 0.33C), Aircraft QualityAMS6407M (Current)9/21/2026
This specification covers an aircraft-quality, low-alloy steel in the form of bars, forgings, mechanical tubing, and forging stock.
AMS E Carbon and Low Alloy Steels Committee
Steel, Corrosion- and Heat-Resistant, Bars, Wire, Forgings, Mechanical Tubing, Rings and Forging Stock, 18Cr - 11Ni - 0.60Cb (Nb) (347), Solution Heat TreatedAMS5646S (Current)9/21/2026
This specification covers a corrosion- and heat-resistant steel in the form of bars, wire, forgings, mechanical tubing, flash-welded rings, and stock for forging or flash-welded rings.
AMS F Corrosion and Heat Resistant Alloys Committee
Recovery Equipment for Mobile Thermal Management SystemsJ3264_202609 (Current)9/21/2026
This SAE Standard covers equipment used to remove refrigerant from a Mobile Thermal Management System to be sent for reclamation rather than on-site recycling. The refrigerant could be contaminated and should not be mixed with recycled refrigerant. This could also be any refrigerant that the technician is not going to recycle and reuse. The refrigerant could also be a blend or a refrigerant for which Recovery/Recycling/Recharging equipment is not available.
ICTMS Service Committee
BOLT, MACHINE - DOUBLE HEX EXTENDED WASHER HEAD, CLOSE TOLERANCE SHANK, UNS S66286 - 160 KSIAS3530D (Current)9/21/2026
E-25 General Standards for Aerospace and Propulsion Systems
Long-Stroke Air-Brake Actuator MarkingJ1817_202609 (Current)9/21/2026
This SAE Recommended Practice describes a marking system to distinguish long-stroke from standard stroke for service, parking, and combination air-brake actuators and components. Said actuators are used for applying cam-type foundation brakes by slack adjuster means.
Truck and Bus Brake Actuator Committee
Low Mu/Winter Driving Skill CertificationJ3300/1_202609 (Current)9/21/2026
This SAE Recommended Practice is intended to establish a procedure to certify the low mu/winter driving skill levels of professional drivers. This certification can be used by the individual driver to qualify their skills when seeking employment or other professional activity. These certification levels may also be used by test facilities or other organizations when seeking test or professional drivers of various skills. This document provides directions for obtaining certification through Probitas Authentication®1 and the low mu/winter driving skill examination requirements. This document is a supplement to SAE J3300, providing information specific to the low mu/winter driving skill certification and clarifying the application of the rules set forth in SAE J3300 to the low mu/winter driving certification. While the references, definitions, rules, and guidelines presented in SAE J3300, Sections 1 through 5 apply to the low mu/winter driving certification, they are not repeated in this document.
Driving Skills Standards Committee
Processing and Validating CFD Data for Estimating Inlet Dynamic Total-Pressure DistortionAIR6345A (Current)9/21/2026
The processes addressed in this AIR apply to the acquisition and validation of dynamic total-pressure and distortion data from CFD models simulating turbulent flows in inlets. The results of these processes can be used in the formation of an inlet-flow-distortion methodology that addresses turbine-engine operability assessments.
S-16 Turbine Engine Inlet Flow Distortion Committee
Fittings, Tube, Fluid System, 3000 psig (21000 kPa) Rated Pressure, Externally Swaged, Specification ForAS4459C (Current)9/21/2026
This SAE Aerospace Standard (AS) establishes the requirements for externally swaged tube-fitting assemblies used in aircraft fluid systems in the following pressure classes: B (1500 psi or 10500 kPa), and D (3000 psi or 21000 kPa), and in temperature types I (-65 to 160 °F or -55 to 70 °C), and II (-65 to 275 °F or -55 to 135 °C) of AS2001. This specification covers a common Cres, titanium, and aluminum fittings that may be used for a range of operating pressures up to 3000 psi with different tubing materials and tubing wall thicknesses, and is assembled with the same tooling in accordance with AS5902. Table 11 shows applicable aerospace fitting part number standard and tubing materials and operating pressures.
G-3, Aerospace Couplings, Fittings, Hose, Tubing Assemblies
Plain Spherical Bearing Radial and Axial Clearance MeasurementARP5448/8B (Current)9/21/2026
This test method provides a guidance for determining the total free play between the ball and outer ring of a spherical bearing when measured in both the radial and axial directions. Bearings covered by this test method include all plain spherical-type bearings, both self-lubricated (lined) and metal-to-metal.
ACBG Plain Bearing Committee
Taxonomy and Definitions for Terms Related to Driving Automation Systems for On-Road Motor VehiclesJ3016_202609 (Current)9/20/2026
This document describes [motor] vehicle driving automation systems that perform part or all of the dynamic driving task (DDT) on a sustained basis. It provides a taxonomy with detailed definitions for levels of driving automation, ranging from no driving automation (Level 0) to automated driving under all conditions in which humans can drive, with human driving not needed (Level 5), in the context of [motor] vehicles (hereafter also referred to as “vehicle” or “vehicles”) and their operation on roadways: Level 0: No driving automation Level 1: Driver support for steering OR speed, with continual driver supervision necessary and driver intervention when needed Level 2: Driver support for steering AND speed, with continual driver supervision necessary and driver intervention when needed Level 3: Automated driving under defined conditions, with human driving needed following an alert or evident vehicle malfunction Level 4: Automated driving under defined conditions, with human driving not needed to mitigate risk Level 5: Automated driving under all conditions in which humans can drive, with human driving not needed. The simple level descriptors have been changed to improve understanding of the differences among levels, but these are NOT the definitions of the levels of driving automation. See the definitions of each automation level in Sections 4 and 5 for explanation of these changes. These level definitions, along with additional supporting terms and definitions provided herein, can be used to describe the full range of driving automation features equipped on [motor] vehicles in a functionally consistent and coherent manner. “On-road” refers to publicly accessible roadways (including parking areas and private campuses that permit public access) that collectively serve all road users, including cyclists, pedestrians, and users of vehicles with and without driving automation features. The levels apply to the driving automation feature(s) that are engaged in any given instance of on-road operation of an equipped vehicle. As such, although a given vehicle may be equipped with a driving automation system that is capable of delivering multiple driving automation features that perform at different levels, the level of driving automation exhibited in any given instance is determined by the feature(s) that are engaged. This document also refers to three primary actors in driving: the (human) user, the driving automation system, and other vehicle systems and components. These other vehicle systems and components (or the vehicle in general terms) do not include the driving automation system in this model, even though as a practical matter a driving automation system may actually share hardware and software components with other vehicle systems, such as a processing module(s) or operating code. The levels of driving automation are defined by reference to the specific role played by each of the three primary actors in performance of the DDT and/or DDT fallback. “Role” in this context refers to the expected role of a given primary actor, based on the design of the driving automation system in question and not necessarily to the actual performance of a given primary actor. For example, a driver who fails to monitor the roadway during engagement of a Level 1 adaptive cruise control (ACC) system still has the role of driver, even while they are neglecting it. Active safety systems, such as electronic stability control (ESC) and automatic emergency braking (AEB), and certain types of driver assistance systems, such as lane keeping assistance (LKA), are excluded from the scope of this driving automation taxonomy because they do not perform part or all of the DDT on a sustained basis, but rather provide momentary intervention during potentially hazardous situations. Due to the momentary nature of the actions of active safety systems, their intervention does not change or eliminate the role of the driver in performing part or all of the DDT, and thus are not considered to be driving automation, even though they perform automated functions. In addition, systems that inform, alert, or warn the driver about hazards in the driving environment are also outside the scope of this driving automation taxonomy, as they neither automate part or all of the DDT, nor change the driver’s role in performance of the DDT (see 8.13). It should be noted, however, that crash avoidance features, including intervention-type active safety systems, may be included in vehicles equipped with driving automation systems at any level. For automated driving system (ADS) features (i.e., Levels 3 to 5) that perform the entire DDT, crash mitigation and avoidance capability is part of ADS functionality (see also 8.13). Note that this document provides a taxonomy and definitions and is not a safety standard. The document is not intended to provide guidance for safe vehicle operation by the driving automation system.
On-Road Automated Driving (ORAD) Committee
R-290 (Propane) New Refrigerant Purity and Container Requirements for Use in Motor Vehicle Thermal Management SystemsJ3355_202609 (Current)9/20/2026
This SAE Standard applies to new refrigerant used in vehicle air-conditioning and thermal management systems designed to use R-290. Refrigerant for use in hermetically sealed, refrigerated cargo systems is not covered by this document.
ICTMS Fluids Committee
CONTACTS, ELECTRICAL CONNECTOR, SOCKET, CRIMP REMOVABLE (FOR MIL-DTL-24308 CONNECTORS)AS39029/63F (Current)9/20/2026
AE-8C1 Connectors Committee
CRIMPING TOOL AND ACCESSORIES, REMOTE CRIMP HEAD, HYDRAULIC, WIRE SIZE 8 TO 0000 FOR INSULATED AND UN-INSULATED CRIMP BARRELSAS5259/1C (Current)9/20/2026
AE-8C2 Terminating Devices and Tooling Committee
CONTACTS, ELECTRICAL CONNECTOR, SOCKET, CRIMP REMOVABLE, SHIELDED, SIZE 12 (FOR MIL-DTL-38999 SERIES I, III, AND IV CONNECTORS)AS39029/75C (Current)9/20/2026
AE-8C1 Connectors Committee
FITTING END, STANDARD DIMENSIONS FOR BULKHEAD FLARELESS TUBE CONNECTIONSAS33515E (Current)9/17/2026
G-3, Aerospace Couplings, Fittings, Hose, Tubing Assemblies
FITTING END, ACORN, SHORT FLARELESS, DESIGN STANDARDAS4703B (Current)9/17/2026
G-3, Aerospace Couplings, Fittings, Hose, Tubing Assemblies
FITTING END, FLARELESS, BLUNT NOSE, DESIGN STANDARDAS4458C (Current)9/17/2026
G-3, Aerospace Couplings, Fittings, Hose, Tubing Assemblies
Parking Brake Drawbar Pull Test Procedure - Truck and BusJ1729_202609 (Current)9/16/2026
This SAE Recommended Practice provides a test method and instructions for measuring performance of parking brakes on air- or hydraulic-braked vehicles equipped with in-wheel or drive-line parking brakes. This procedure applies to truck-tractors, trailers, trucks, and buses.
Truck and Bus Brake Systems Committee
Road Vehicles - Wheels for Commercial Vehicles and Multipurpose Passenger Vehicles - Fixing Nuts - Test MethodsJ1965_202609 (Current)9/16/2026
This SAE Recommended Practice applies to fasteners/fixing nuts as specified in SAE J694 and SAE J1835 used for disc wheels and demountable rim attachment respectively. Only the test methods necessary to ensure proper wheel or rim assembly are specified. Fasteners for less common and special applications are not included.
Truck and Bus Wheel Committee
Misfire Generator Functional RequirementsJ2901_202609 (Current)9/14/2026
The intent of the specification is to present a functional set of requirements which define the user and hardware interfaces while providing sufficient capability to meet the misfire patterns for compliance demonstration and engineering development. Throughout this requirement, any reference to “ignition or injector control signal” is used interchangeably to infer that the effected spark ignition engine’s ignition control signal or the compression ignition engine’s injector control signal is interrupted, timing phased, or directly passed by the misfire generator. For spark ignition engines, the misfire generator behaves as a spark-defeat device which induces misfires by inhibiting normal ignition coil discharge. It does so by monitoring the vehicle’s ignition timing signals and suspends ignition coil saturation for selected cylinder firing events. The misfire generator will thereby induce engine misfire in spark ignited gasoline internal combustion engines; including rotary engines. For compression ignition engines, the misfire generator behaves as a fuel injection-defeat device which induces misfire by inhibiting the normal fuel injection pulses. It does so by monitoring the injection pulses signal and suspending the injection pulses for selected cylinder firing events. The misfire generator will thereby induce engine misfire in compression ignition engines. This requirement assumes that the user has a fundamental understanding of misfire diagnostics as well as ignition controls. This requirement is not intended to be an introductory misfire guideline or interpretation of regulatory requirements.
Vehicle E E System Diagnostic Standards Committee
Definition of Pressure Surge Test and Measurement Methods for Receiver AircraftARP1665B (Current)9/11/2026
The test procedure applies to the refueling manifold system connecting the receiver aircraft fuel tanks to the refueling source fuel pump(s) for both ground and aerial refueling. The test procedure is intended to verify that the limit value for surge pressure specified for the receiver fuel system is not exceeded when refueling from a refueling source which meets the requirements of AS1284 (reference 2). This recommended practice is not directly applicable to surge pressure developed during operation of an aircraft fuel system, such as initiating or stopping engine fuel feed or fuel transfer within an aircraft, or the pressure surge produced when the fuel pumps are first started to fill an empty fuel manifold.
AE-5A Aerospace Fuel, Inerting and Lubrication Sys Committee
FITTING ASSEMBLY, 45° ELBOW, EXTERNAL SWAGE TO FEMALE FLARELESS, HYDRAULICAS6468A (Current)9/11/2026
G-3, Aerospace Couplings, Fittings, Hose, Tubing Assemblies
Preconditioned Air (PCA) Unit Air Quality, Humidity Management, and Cabin ConnectionARP6986 (Current)9/11/2026
The provisions of this SAE Aerospace Recommended Practice (ARP) cover minimum performance requirements and design parameters for preconditioned air (PCA) devices supplying air to the aircraft cabin. It identifies the need for interim and future performance improvement for ground equipment delivery systems, to meet industry requirements for reducing airborne compounds or particulates (“source types”) in the aircraft cabin and flight deck. This ARP will guide SAE, IATA, airline operators, and airframe and PCA manufacturers to meet new requirements. This ARP defines: Minimum performance and maintenance requirements for filtration, hose assemblies, operations, and maintenance. Level of humidity supplied by the ground equipment to the aircraft cabin. Minimum performance and maintenance requirements for digital communication of cabin parameters between the cabin and the PCA. Installation of the sensor unit within the aircraft cabin. The data collected by these sensors is not intended to assess impacts on aircraft occupant health and shall not be used to make a finding of airworthiness.
AGE-3 Aircraft Ground Support Equipment Committee
FITTING ASSEMBLY, TEE, FEMALE FLARELESS TO EXTERNAL SWAGE ON RUN, EXTERNAL SWAGE ON BRANCH, HYDRAULICAS6471A (Current)9/11/2026
G-3, Aerospace Couplings, Fittings, Hose, Tubing Assemblies
FITTING, TEE, MALE FLARELESS TO EXTERNAL SWAGE ON RUN, FEMALE FLARELESS ON BRANCH, HYDRAULICAS8575A (Current)9/11/2026
G-3, Aerospace Couplings, Fittings, Hose, Tubing Assemblies
FITTING ASSEMBLY, TEE, EXTERNAL SWAGE ON RUN, FEMALE FLARELESS ON BRANCH, HYDRAULICAS6489A (Current)9/11/2026
G-3, Aerospace Couplings, Fittings, Hose, Tubing Assemblies
FITTING ASSEMBLY, 90° ELBOW, EXTERNAL SWAGE TO FEMALE FLARELESS, HYDRAULICAS6475A (Current)9/11/2026
G-3, Aerospace Couplings, Fittings, Hose, Tubing Assemblies
Oxygen Considerations for High Elevation Airport Operations (HEAO)AIR6829A (Current)9/11/2026
This document covers information concerning the use of oxygen when flying into and out of high elevation airports for both pressurized and non-pressurized aircraft. Oxygen requirements for pressurized aircraft operating at high altitudes have for decades emphasized the potential failures that could lead to a loss of cabin pressurization coupled with the potential severe hypoxic hazard that decompressions represent. This document is intended to address the case where the relationship between cabin and ambient pressures are complicated by operations at high terrestrial altitudes. Operators who fly into these high-altitude airports should address the issues related to this environment because it carries the potential for insidious hypoxia and other conditions which can affect safety. It provides information to consider in developing operational procedures to address hypoxia concerns consistent with regulatory mandates. In some sections, procedures are discussed that may mitigate the deleterious effects of hypoxia in a non-flight regime yet still have the potential to represent risk factors associated with flight operations. All the information is provided as a framework for potential oxygen management and other procedures to facilitate responsible practices and facilitate compliance with existing regulatory requirements. This document cannot address every type of aircraft pressurization system, oxygen system, or operational condition the flight may encounter. Any threat or hazard not discussed in AIR6829 should be brought to the attention of the OEM, the regulatory authority, and the flight operations department for proper guidance.
A-10 Aircraft Oxygen Equipment Committee
Titanium Alloy Bars and Forging Stock, 8Al - 1Mo - 1V, Duplex AnnealedAMS6910E (Current)9/10/2026
This specification covers a titanium alloy in the form of bars up through 4.000 inches (101.60 mm), inclusive, in nominal diameter or least distance between parallel sides, and stock for forging of any size (see 8.7).
AMS G Titanium and Refractory Metals Committee
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