Browse Topic: Lightning protection

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Guide for Conducting an HIRF and Lightning Safety Assessment (HLSA)ARP8482 (Current)6/15/2026
Highly integrated electrical and electronic systems that perform functions within an aircraft may have potential failure conditions during and after exposure to the High-Intensity Radiated Fields (HIRF) or lightning environments. It is therefore necessary to conduct an HIRF and Lightning Safety Assessment (HLSA) that can identify potential failure conditions resulting from exposure to the aircraft HIRF and lightning environments. The failure conditions, failure conditions classifications, and independence principles identified by Aircraft Functional Hazard Assessment (AFHA), Preliminary Aircraft Safety Assessment (PASA), System Functional Hazard Assessment (SFHA), and Preliminary System Safety Assessment (PSSA), and lessons learned from previous experience, are used to identify proposed requirements during the development process. Ultimately, these requirements will result in a design capable of demonstrating that exposure to the HIRF and lightning environments will not result in adverse effects to the operation of the aircraft. This document provides guidance for conducting the HLSA process to classify the system and its equipment to the appropriate HIRF and Lightning Certification Levels (HLCLs).
AE-4 Electromagnetic Compatibility (EMC) Committee
Aircraft Lightning ZoneARP5414B (Current)2/6/2026
This SAE Aerospace Recommended Practice (ARP) defines lightning strike zones and provides guidelines for locating them on particular aircraft, together with examples. The zone definitions and location guidelines described herein are applicable to Parts 23, 25, 27, and 29 aircraft. The zone location guidelines and examples are representative of in-flight lightning exposures.
AE-2 Lightning Committee
Advancements in Lightning Strike Damage Modeling: Finite Element Model to Predict Thermal Damage Induced on Composites01-18-02-00074/21/2025
Modern aircraft, ships, and offshore structures are increasingly constructed using fiber-reinforced composite materials. However, when subjected to lightning strikes, these materials can suffer significant structural and functional damage due to their electrical and thermal properties. This study aims to develop a novel finite element (FE) model to minimize the error in estimating the thermal damage caused during lightning strikes. This will aid in design and optimization of lightning protection systems. The developed model introduces a simplified numerical approach to model the lightning arc interaction with CFRP laminate. The existing FE model includes idealized loading conditions, leading to high error in estimation of severe damage area and in-depth damage. The proposed methodology incorporates a more realistic lightning-induced loading pattern to improve accuracy. Several cases are analyzed using available FE methods and compared to the proposed model (case 6) to evaluate the extent of damage. The thermal damage results are validated against baseline experimental data, demonstrating that the proposed FE model reduces the error from over 40% (observed in rest of the cases representing existing FE approaches) to within 10%.
Sontakkey, Akshay, Kotambkar, Mangesh, Kaware, Kiran
Aircraft Lightning Test MethodsARP5416B (Current)3/25/2025
This document is intended to describe how to conduct lightning direct effects tests and indirect system upset effects tests. Indirect effects upset and damage tolerance tests for individual equipment items are addressed in RTCA DO-160/ED-14. Documents relating to other aspects of the certification process, including definition of the lightning environment, zoning, and indirect effects certification, are listed in Section 2. This document presents test techniques for simulated lightning testing of aircraft and the associated systems. This document does not include design criteria, nor does it specify which items should or should not be tested. Acceptable levels of damage and/or pass/fail criteria for the qualification tests must be approved by the appropriate airworthiness authority for each particular case. When lightning tests are a part of a certification plan, the test methods described herein are an acceptable means, but not the only means, of meeting the test requirements of the certification plan. The latest 14 CFR Part 25 and EASA CS-25 fuel system lightning protection regulations require specific test considerations, which are not defined in this ARP. ARP6205 (“Transport Airplane Fuel System Lightning Protection”)/ED-303 (“User Guide for Lightning Protection of Fuel Tank Structures and Systems”) contains supplemental guidance regarding test specimen design, inclusion of faults, and derivation of appropriate test levels. In addition to the test method guidance in Section 8 of this ARP, users should refer to ARP6205/ED-303 if their project is subject to 14 CFR § 25.954 Amendment 25-146 and utilizing AC 25.954-1, or EASA CS-25 Amendment 28 and AMC 25.954. Each test method is set out in a uniform format, describing the test purpose, test object, test setup, test waveforms (voltage and/or current), measurements and data recording, test procedure, and data interpretation. Guidance is provided on how to select the appropriate test or series of tests, and how the test results can be assessed. Natural lightning is a complex and variable phenomenon, and its interaction with different types of vehicles may manifest in many different ways. It is not intended that every test described herein be applied to every system requiring lightning verification tests. The document is written so that specific aspects of the environment can be called out for each specific program as dictated by the vehicle design, performance, and mission constraints.
AE-2 Lightning Committee
Lightning Effects on Hydraulic Transport Elements on AircraftAIR6185A (Current)6/26/2024
This SAE Aerospace Information Report (AIR) describes the aspects of hydraulic system design and installation to minimize the effects of lightning. Techniques for effective electrical bonding, hydraulic system lightning protection, and lightning protection verification techniques are discussed.
A-6A1 Commercial Aircraft Committee
Transport Airplane Fuel System Lightning ProtectionARP6205 (Current)4/4/2023
This document is intended to be a user’s manual to AC 25.954-1 on acceptable means of compliance for applicants with regards to § 25.954 at Amendment 25-146 and to encourage a consistent approach to be applied across industry. This document is also intended to be a user’s manual to AMC 25.954 on acceptable means of compliance for applicants with regards to EASA CS 25.954 at Amendment 26. The FAA Advisory Circular (AC) and the EASA Acceptable Means of Compliance (AMC) documents appear to provide equivalent guidance, using identical wording in most sections. Applicants should coordinate with their certifying authority to ensure that their proposed approach is acceptable, and the means of compliance and compliance data planned are sufficient for certification. It is recommended that the applicant verify that use of the guidance in this document is acceptable to their certifying authority. Further recommendations regarding coordination with the certification authority are provided throughout this ARP. The section numbering and titles of this document have been structured to match the main section numbers in AC 25.954-1 to allow the user to easily find the supplemental guidance for each individual section relative to the corresponding section of the AC. One exception was necessary; SAE requires that Section 2 of ARP be “References,” whereas FAA uses Section 2 for “Applicability” (with respect to the AC itself). Guidance regarding “Applicability” of the FAA regulation and associated AC is located in 3.1. The section numbering and formatting of the EASA document, AMC 25.954, is different than the AC and this ARP (ED), because the AMC has fewer major sections than the AC, however, the subsection numbering is similar. Where generic reference in this ARP (ED) to the AC and AMC is provided, both document numbers are generally shown. Where specific sections of the AC are referred to, the AMC number and applicable section are omitted; however, it appears to the writers of this document that the regulatory guidance from both the FAA and EASA is equivalent.
AE-2 Lightning Committee
General Requirements for the Design and Testing of Civil Type Pressure Compensated, Variable Delivery Hydraulic PumpsAS595E (Current)11/2/2022
This SAE Aerospace Standard (AS) provides general design and test requirements for a flat cut-off pressure compensated, variable delivery hydraulic pump for use in a civil aircraft hydraulic system with a rated system pressure up to 5000 psi (34500 kPa). NOTE: Hydraulic pumps may incorporate features such as a clutch in the input drive, which will not be covered by this standard.
A-6C4 Power Sources Committee
Electrical Bonding of Aircraft Fuel SystemsAIR5128A (Current)10/4/2022
This SAE Aerospace Information Report (AIR) is limited to the subject of aircraft fuel systems and the questions concerning the requirements for electrical bonding of the various components of the system as related to Static Electric Charges, Fault Current, Electromagnetic Interference (EMI) and Lightning Strikes (Direct and Indirect Effects). This AIR contains engineering guidelines for the design, installation, testing (measurement) and inspection of electrical bonds.
AE-5A Aerospace Fuel, Inerting and Lubrication Sys Committee
Equivalence of Equipment Environmental Qualification Standards for Civil and Military Aircraft EquipmentAIR6811 (Current)6/22/2021
This document provides guidance for applying aircraft equipment electromagnetic, electrical, and mechanical qualification standards (i.e., DO-160, MIL-STD-461, MIL-STD-704, and MIL-STD-810) to civil aircraft certification intended for military use and for military aircraft equipment installed on civil aircraft. The guidance identifies where the equipment environmental qualification standards meet the intent of both the civil or military aircraft certification requirements. Conversely, the guidance will identify where the equipment environmental qualification standards have differences that do not meet the intent of the civil or military aircraft certification requirements and when these differences matter based on equipment criticality, installation location, and/or other variables.
AE-4 Electromagnetic Compatibility (EMC) Committee
Status and Way Forward on Rotorcraft Lightning ProtectionF-0076-2020-1634510/5/2020
This paper provides an overview of the state of art on the lightning regulation and the means of compliance for lightning certification, based on both the simulation technics and the testing methods. Usual lightning protection solutions at helicopter level to fulfill lightning requirements are discussed, as well as advanced approaches used by Airbus Helicopters to minimize the weight penalty of the lightning protection, especially by a large use of the simulation for the optimization of both the indirect effects (LIE) and the lightning direct effects (LDE). Some perspectives are highlighted concerning the development of new lightning protection devices to withstand the higher induced currents coupled on equipment items installed in full composite airframe helicopters (H/C), and how the lightning may be avoided on future platforms like the emergent flying urban taxis.
Zehar, Sonia, Meyer, Marc, Tagliana, Bernard
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
Electrically Non-Conductive Ladder Fall ProtectionTBMG-361943/1/2020
NASA’s Kennedy Space Center developed an electrically non-conductive ladder fall protection system for the Launch Complex (LC) 39B lightning towers. The towers include a 100-foot fiberglass mast at the top of the tower structure. The fiberglass masts insulate the metallic tower structure from the lightning strike protection system that is housed at the top of the fiberglass masts.
Coupling Assembly, Threadless, Flexible, Fixed Cavity, Self-Bonding, Procurement SpecificationAS1650F (Current)10/24/2018
This SAE Aerospace Standard (AS) defines the requirements for a threadless, flexible, self-bonding coupling assembly which, when installed on machined fixed-cavity ferrules, provides a flexible connection for joining tubing and components in aircraft fuel, vent, or other systems. This assembled coupling, hereafter referred to as the assembly, is designed for use from -65 to +400 °F and at 125 psig nominal operating pressure. AS1650 was not designed for the new certification requirements for flammable leakage zones and fuel tanks for lightning protection and assembly redundancy. As such, their use and installation may require additional efforts and equipment to support new FAA CFR compliance. The AS7510 flexible coupling should be the preferred coupling for use in flammable leakage zones and fuel tanks that require service life and functionality for lightning protection and part redundancy.
G-3, Aerospace Couplings, Fittings, Hose, Tubing Assemblies
Integrated Rudder and Brake Pedal Unit, General Requirements for Fly-By Wire Transport and Business AircraftARP6252 (Current)10/15/2018
This Aerospace Recommended Practice (ARP) provides general requirements for a generic, integrated rudder and brake pedal unit, incorporating a passive force-feel system that could be used for fixed-wing fly-by wire transport and business aircraft. This ARP addresses the following: The functions to be implemented The mechanical interconnection between captain and F/O station The geometric and mechanical characteristics The mechanical, electrical, and electronic interfaces The safety and certification requirements
A-6A3 Flight Control and Vehicle Management Systems Cmt
Centrifugal Aircraft Fuel Pump Requirements, Design and Testing, Aerospace StandardARP5794A (Current)5/16/2018
This specification covers the general design, testing, and safety requirements for aircraft tank mounted fuel booster pumps used for engine fuel feed, transfer, and jettison.
AE-5B Aircraft and Engine Fuel and Lubricant Sys Components
Coupling Assembly, Threadless, Flexible, Fixed Cavity, Self-Bonding, Procurement SpecificationAS1650E (Historical)12/7/2017
This SAE Aerospace Standard (AS) defines the requirements for a threadless, flexible, self-bonding coupling assembly which, when installed on machined fixed cavity ferrules, provides a flexible connection for joining tubing and components in aircraft fuel, vent or other systems. This assembled coupling, hereafter referred to as the assembly, and is designed for use from −65 to +400 °F and at 125 psig nominal operating pressure. AS1650 was not designed for the new certification requirements for flammable leakage zones and fuel tanks for lightning protection and assembly redundancy. As such their use and installation may require additional efforts and equipment to support new FAA CFR compliance. The AS7510 flexible coupling should be the preferred coupling for use in flammable leakage zones and fuel tanks that require service life and functionality for lightning protection and part redundancy.
G-3, Aerospace Couplings, Fittings, Hose, Tubing Assemblies
KSC Weather Data ArchiveTBMG-2799112/1/2017
The Spaceport Weather Data Archive provides a fully searchable database of weather data gathered at Kennedy Space Center (KSC) and the Cape Canaveral Air Force Station. Not only can the user easily retrieve data and download it, but the user can also view graphically the weather data on a map overlay. The data are updated every hour for certain instruments, and as frequently as every 5 minutes for others. Data is available 24/7 over a publicly accessible Web site. The data is used by researchers to validate launch commit constraint criteria, and to ensure safe operations at KSC. The site provides links to technical publications and other resources, and allows data to be downloaded for further investigation.
Document for 270 Voltage Direct Current (270 V DC) SystemARP4729A (Current)11/30/2017
This SAE Aerospace Recommended Practice (ARP) provides technical design and application information related to the generation, distribution, control, and utilization of aircraft 270 V DC electrical power systems and support equipment. This document also provides references and definitions to permit comparisons of various electrical systems and components.
AE-7C Systems
Thermoplastic Fuselage DemonstratorTBMG-2766110/1/2017
Porcher Industries Badinières, France +33 (0)4 74 43 10 10
Validation Methods for MIL-STD-1760B Aircraft Station InterfacesAS47641A (Current)6/28/2017
This document establishes techniques for validating that an Aircraft Station Interface (ASI) complies with the interface requirements delineated in MIL-STD-1760B Notice 3. For validation of aircraft designed to MIL-STD-1760A Notice 2 AS4764 Issued 1995-04 applies.
AS-1B Aircraft Store Integration Committee
Validation Methods for MIL-STD-1760 Aircraft Station InterfacesAS4764A (Current)6/27/2017
This document establishes techniques for validating that an aircraft station complies with the interface requirements delineated in MIL-STD-1760.
AS-1B Aircraft Store Integration Committee
Validation Methods for MIL-STD-1760 Mission StoresAS4270A (Current)6/27/2017
This document establishes techniques for validating that a mission store complies with the interface requirements delineated in MIL-STD-1760.
AS-1B Aircraft Store Integration Committee
Coupling Assembly, Threadless, Flexible, Fixed Cavity, Current Carrying, Self-Bonding, Procurement SpecificationAS5830A (Current)5/16/2017
This aerospace specification defines the requirements for a threadless, flexible, conductive, self-bonding coupling assembly which, when installed on fixed cavity ferrules, provides a flexible, current carrying connection for joining tubing and components in aircraft fuel, vent and other systems. The assembled coupling is designed to provide interchangeability of parts and components between qualified manufacturers for the service life of the aircraft system. The assembled coupling is for use from -65 to +200 °F at nominal operating pressures (125 psig for -08 through -64 and 30 psig for -72 through -88). This aerospace specification is a departure from prior qualification practices for assembled couplings. Prior practice sought to validate this type of assembled coupling design by conducting a sequence of tests on sets of coupling assemblies. There were multiple test sequences and each was conducted on a different set of coupling assemblies. Each of these test sequences challenged a particular design feature of the coupling assembly. No single coupling assembly was expected to survive all of the required tests. FAR 23.954, FAR 25.954 and FAR 25.981 certification requirements have identified the need for high-current capable flexible fluid couplings. The coupling assembly does not require inspection and maintenance to remain current capable for the life of the aircraft. It is important to simulate the in-service wear and damage experienced by the assembled coupling if it is to remain capable of carrying current for the life of the aircraft. The test procedures in this specification simulate a worst case wear and damage condition for the assembled couplings. Interchangeability of vendor parts must be qualified by design, test and/or analysis. CAUTION: Although the AS5830 coupling and sleeve will fit on AS1650 ferrules due to the use of common O-rings, the combinations of these parts are not qualified. Using AS5830 parts on AS1650 ferrules may result in leakage and/or premature failure of the joint and does not produce a high current capable joint. WARNING: The use of AS1650 parts with AS5830 ferrules is not qualified. Assembly of worn AS1650 parts with AS5830 ferrules may be possible but could result in leakage and/or premature failure of the joint and does not produce a high current capable joint.
G-3, Aerospace Couplings, Fittings, Hose, Tubing Assemblies
Coupling, Fuel Line, Flexible, 125 psi General Specification forAS5356B (Current)5/2/2017
This specification covers flexible couplings for joining tubing with AS5131 Type A beaded ends for use in aircraft fuel and vent systems (see 6.1).
G-3, Aerospace Couplings, Fittings, Hose, Tubing Assemblies
Lightning Protection and Detection SystemTBMG-261551/1/2017
NASA’s Langley Research Center has developed a sensor technology for structural health monitoring on composite aircraft surfaces. When conventional aircraft are struck by lightning, the result can range from no damage to serious damage requiring extensive repairs that can take the airplane out of service for an extended period of time. The SansEC technology is a proven wireless sensing platform capable of measuring the electrical impedance of physical matter in proximity to the sensor based on a change in its resonance response. The sensor also exhibits a unique characteristic to disperse the lightning strike current to help mitigate lightning damage. In this application, an array of SansEC sensors will cover a selective area of the aircraft surface, providing both mitigation and damage sensing.
Electric Field Quantitative Measurement System and MethodTBMG-261391/1/2017
NASA Langley Research Center’s Electric Field Imaging (EFI) system is the only noncontact method capable of quantitatively measuring the magnitude and direction of electrostatic fields in near- and far-field applications. Based on low-cost, commercially available components, the EFI system uses measurement of very-low-current, human-safe electric fields to construct a three-dimensional image of objects and people based on their dielectric properties. This platform technology, originally developed for measurement of the efficacy of electrical shielding around cables, could be optimized for a variety of applications, including medical imaging, security and detection, weather and natural disaster prediction, and nondestructive evaluation of composites and insulators. The EFI system has the potential to offer a lower-cost, portable, and safer alternative to the imaging systems currently used in these applications.
EMI Analysis Software Helps Telescope Group Simulate RFI MitigationTBMG-2609412/1/2016
Challenging Einstein’s seminal theory of relativity to the limits, how the very first stars and galaxies formed just after the Big Bang, the study of dark energy and the vast magnetic fields in the cosmos, and the age old question “Are we alone in the Universe?” – these are some of the key scientific goals of the Square Kilometer Array (SKA) project, led by the SKA Organization from Jodrell Bank Observatory in the UK, supported by 11 member countries: South Africa, Australia, Canada, China, Germany, India, Italy, New Zealand, Sweden, The Netherlands, and the United Kingdom.
Simulating Thermal Expansion in Composites with Expanded Metal Foil for Lightning ProtectionTBMG-249096/1/2016
The Boeing 787 Dreamliner is comprised of more than fifty percent carbon fiber reinforced plastic (CFRP) due to the material’s light weight and exceptional strength. Figure 1 shows the extensive use of composite materials throughout the aircraft. Although CFRP composites inherently have many advantages, they cannot mitigate the potentially damaging electromagnetic effects from a lightning strike. To solve this problem, electrically conductive expanded metal foil (EMF) can be added to the composite structure layup to rapidly dissipate excessive current and heat for lightning protection of CFRP in aircraft.
Simulating Thermal Expansion in Composites with Expanded Metal Foil for Lightning Protection16AERP06_016/1/2016
Modern aircraft such as the Boeing 787 Dreamliner are comprised of more than fifty percent carbon fiber composite, requiring the addition of expanded metal foil for lightning strike protection. The Boeing 787 Dreamliner is comprised of more than fifty percent carbon fiber reinforced plastic (CFRP) due to the material's light weight and exceptional strength. Figure 1 shows the extensive use of composite materials throughout the aircraft. Although CFRP composites inherently have many advantages, they cannot mitigate the potentially damaging electromagnetic effects from a lightning strike. To solve this problem, electrically conductive expanded metal foil (EMF) can be added to the composite structure layup to rapidly dissipate excessive current and heat for lightning protection of CFRP in aircraft. Engineers at Boeing Research and Technology (BR&T) are using multi-physics simulation and physical measurements to investigate the effect of the EMF design parameters on thermal stress and displacement in each layer of the composite structure layup shown at left in Figure 2. Stress accumulates in the protective coating of the composite structure as a result of thermal cycling due to the typical ground-to-air flight cycle. Over time, the protective coating may crack providing an entrance for moisture and environmental species that can cause corrosion of the EMF, thereby reducing its electrical conductivity and ability to perform its protective function. Through their research, they aim to improve overall thermal stability in the composite structure and therefore reduce the risks and maintenance costs associated with damage to the protective coating.
Aerospace – Civil Type Variable Delivery, Pressure Compensated, Hydraulic PumpAS595D (Historical)10/26/2015
This SAE Aerospace Standard (AS) establishes the general requirements for the design, construction, acceptance and qualification testing of flat cut-off pressure compensated, variable delivery hydraulic pumps, used in civil aircraft hydraulic systems. It also provides parameters for a Procurement Specification to be used in conjunction with this AS for each pump. NOTE: Hydraulic pumps may incorporate features such as a clutch in the input drive, which will not be covered by this standard.
A-6C4 Power Sources Committee
Stationary Runway Weather Information System (In-Pavement)ARP5533A (Historical)9/7/2015
This SAE Aerospace Recommended Practice (ARP) covers the requirements for a Stationary Runway Weather Information System (referred to as the system) to monitor the surface conditions of airfield operational areas to ensure safer ground operations of aircraft. The system provides (1) temperature and condition information of runway, taxiway, and ramp pavements and (2) atmospheric weather conditions that assist airport personnel to maintain safer and more efficient airport operations. The system can be either a wired system or a wireless system.
G-15 Airport Snow and Ice Control Equipment Committee
Aerospace - Lightning Effects on Hydraulic Transport Elements on AircraftAIR6185 (Historical)8/28/2015
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.
A-6A1 Commercial Aircraft Committee
Coupling Assembly, Threadless, Flexible, Fixed Cavity, Self-Bonding, MetricMA2241 (Current)8/21/2015
This document defines the requirements for a threadless, flexible, self-bonding coupling assembly, which, when installed on machined fixed cavity ferrules, provides a flexible connection for joining tubing and components in aircraft fuel, vent, or other systems. This assembled coupling, hereafter referred to as the assembly, is designed for use from -54 to 204 °C and at 862 kPa operating pressure. AS coupling components referenced herein have been qualified to AS1650. Ferrules referenced herein are inch ferrules adapted to metric tubing.
G-3, Aerospace Couplings, Fittings, Hose, Tubing Assemblies
Coupling, Fuel Line, Flexible, 125 psi General Specification forAS5356A (Historical)7/27/2015
This specification covers flexible couplings for joining tubing with AS5131 Type A beaded ends for use in aircraft fuel and vent systems (see 6.1).
G-3, Aerospace Couplings, Fittings, Hose, Tubing Assemblies
Aerospace & Defense Technology: February 201414AERP022/3/2014
Thermal simulation and testing of expanded metal foils for lightning protection With the implementation of major aircraft structures fabricated from carbon fiber reinforced plastic materials, lightning protection has become a more complicated issue for designers and engineers to solve. Electronics take charge Digital controls are handling more engine control tasks on a wider range of aircraft.
Thermal Simulation and Testing of Expanded Metal Foils for Lightning Protection14AERP02_012/1/2014
With the implementation of major aircraft structures fabricated from carbon fiber reinforced plastic materials, lightning protection has become a more complicated issue for designers and engineers to solve. Cracking of coatings and surface layers is evident on a variety of structures including buildings, automobiles, and aircraft. In some situations, the appearance of the coated or painted surface is degraded and the aesthetic appeal is lessened. However, in others, such as composite aircraft structures, paint cracking is both aesthetically undesirable and potentially deleterious from the electromagnetic effects aspect. In the latter case, cracks can propagate into the structure or around fasteners, providing a path for moisture and other environmental species to enter, resulting in corrosion and degradation of the protection measures including expanded metal foils (EMF) required for lightning abatement and safe operation. Consequently, over several decades there have been numerous efforts and investigations concerning the degradation of surface layer protection schemes.
Thermal Simulation and Testing of Expanded Metal Foils for Lightning ProtectionTBMG-198232/1/2014
Cracking of coatings and surface layers is evident on a variety of structures including buildings, automobiles, and aircraft. In some situations, the appearance of the coated or painted surface is degraded and the aesthetic appeal is lessened. However, in others, such as composite aircraft structures, paint cracking is both aesthetically undesirable and potentially deleterious from the electromagnetic effects aspect.
Aerospace - Testing of Electromechanical Actuators, General Guidelines ForARP5724 (Historical)10/4/2013
This document provides an overview of the tests, and issues related to testing, that are unique to Electromechanical Actuators (EMAs). The tests, and issues documented, are not necessarily all-inclusive. This document discusses both the tests applicable to EMAs and the test methodologies to accomplish the test objectives. EMAs may be used in a wide variety of applications such as utility, secondary flight controls and primary flight controls, in a wide variety of markets including manned and unmanned civil and military aircraft, small missile fin and thrust vector control applications up to high powered utility and flight controls. EMAs may also have either a rotary or a linear output, be servo controlled or use simple open loop point-to-point or other control topologies. As such this document covers a wide range of potential applications, the application of any given test requirement is determined by the application and the user. This document attempts to provide basic guidance on which tests should be considered for various applications. This document also lists tests that are not unique to EMAs, but are still applicable to EMAs. In these instances a discussion of such tests is not contained in this document, and as applicable, the reader may reference the appropriate documents as indicated in the text. While many EMA configurations include digital power drive electronics (PDE), the specific tests required for the electronic hardware, software, or firmware are outside the scope of this document.
A-6B3 Electro-Mechanical Actuation Committee
Thermal Simulation and Testing of Expanded Metal Foils Used for Lightning Protection of Composite Aircraft Structures2013-01-21329/17/2013
Since the 1960's, lightning protection of aircraft has been an important design aspect, a concern for the flying public, aircraft manufacturers and the Federal Aviation Administration (FAA). With the implementation of major aircraft structures fabricated from carbon fiber reinforced plastic (CFRP) materials, lightning protection has become a more complicated issue to solve. One widely used material for lightning strike protection of CFRP structures within the aerospace industry is expanded metal foil (EMF). EMF is currently used in both military and commercial passenger aircraft. An issue that has historically been an area of concern with EMF is micro cracking of paint on the composite structure which can result in corrosion of the metal foil and subsequent loss of conductivity. This paper addresses the issues of stress and displacement in the composite structure layup which contribute to paint cracking caused by aircraft thermal cycling. The analysis of EMF by computer modeling is made using commercially available COMSOL Multiphysics software that is supported by data from limited experimental testing. Variables that are explored include width, height, mesh aspect ratio, weight, composition and surface layup structure. Horizontal displacement profiles parallel to the surface are utilized for performance comparisons.
Morgan, Jeffrey
Installation and Test of Electronic Equipment in Aircraft General Specification forAS8700A (Current)9/13/2013
This specification covers the general requirements for the installation and test of electronic equipment in piloted aircraft.
AS-1C Avionic Subsystems Committee
Stationary Runway Weather Information System (In-Pavement)ARP5533 (Historical)5/9/2013
This SAE Aerospace Recommended Practice (ARP) covers the requirements for a Stationary Runway Weather Information System (referred to as the system) to monitor the surface conditions of airfield operational areas to ensure safer ground operations of aircraft. The system provides (1) temperature and condition information of runway, taxiway, and ramp pavements and (2) atmospheric weather conditions that assist airport personnel to maintain safer and more efficient airport operations. The system can be either a wired system or a wireless system.
G-15 Airport Snow and Ice Control Equipment Committee
Electromagnetic Compatibility Control Requirements SystemsARP4242A (Current)3/25/2013
This SAE Aerospace Recommended Practice (ARP) establishes overall system electromagnetic compatibility (EMC) control requirements. EMC includes the following: a Electromagnetic Environmental Effects (E3) b Electrostatic Discharge (ESD) c Electromagnetic Interference (EMI) d Electromagnetic Vulnerability (EMV) e Electromagnetic Pulse (EMP) f Hazards of Electromagnetic Radiation to Ordnance (HERO) g Hazards of Electromagnetic Radiation to Personnel (HERP) h Hazards of Electromagnetic Radiation to Fuels (HERF) i High Intensity Radiated Fields (HIRF) j Lightning Protection k Static Electricity I TEMPEST This document is intended to be used for the procurement of land, sea, air, or space systems by any procurement activity. Tailoring of specific requirements is necessary and Appendix A has been provided for guidance.
AE-4 Electromagnetic Compatibility (EMC) Committee
Electromagnetic Compatibility (EMC) System Design ChecklistAIR1221 (Historical)2/24/2013
This checklist is to be used by project personnel to assure that factors required for adequate system electromagnetic compatibility are considered and incorporated into a program. It provides a ready reference of EMC management and documentation requirements for a particular program from preproposal thru acquisition. When considered with individual equipments comprising the system and the electromagnetic operational environment in which the system will operate, the checklist will aid in the preparation of an EMC analysis. The analysis will facilitate the development of system-dependent EMC criteria and detailed system, subsystem, and equipment design requirements ensuring electromagnetic compatibility.
AE-4 Electromagnetic Compatibility (EMC) Committee
Aircraft Lightning Environment and Related Test WaveformsARP5412B (Historical)1/11/2013
The environment and test waveforms defined in this SAE Aerospace Recommended Practice (ARP) account for the best lightning data and analysis currently available. The quantified environment and levels herein represent the minimum currently required by certifying authorities, consistent with the approach applied in related lightning documents. Lightning, like other weather phenomenon, is probabilistic in nature. Levels and waveforms vary considerably from one flash to the next. Within this document, standardized voltage and current waveforms have been derived to represent the lightning environment external to an aircraft. These standardized waveforms are used to assess the effects of lightning on aircraft. The standardized external current waveforms have in turn been used to derive standardized transient voltage and current test waveforms that can be expected to appear on cable bundles and at equipment interfaces within an aircraft. When deriving these latter internal induced test waveforms, considerations such as testability and important waveform characteristics that can demonstrate lightning design effectiveness, have been taken into account. The parameters of the standardized waveforms, both external and derived internal induced transients, represent severe versions of each of the characteristics of natural lightning flashes and include all parameters of interest with respect to lightning protection for aircraft. These standardized waveforms are thus referred to as idealized standard lightning environment waveforms, idealized standard waveforms, or just idealized waveforms within this document. The waveforms associated with the external environment are termed, the idealized standard external lightning environment. The waveforms associated with the internal induced environment are termed the idealized standard induced transient waveforms. In every case more severe versions of each of the individual characteristics of the idealized standard external lightning environment waveforms have been recorded in natural lightning flashes. The more severe individual characteristics of the idealized standard external lightning environment waveforms have never been recorded together within a single lightning flash. Therefore the parameters combined in the idealized standard lightning environment waveforms provided in this document represent a very severe environment. The waveforms provided in this ARP are considered to be adequate for the demonstration of compliance for the protection of an aircraft and its systems against the lightning environment and should be applied in accordance with the aircraft lightning strike zones (see ARP5414) and test methods (see ARP5416), and applicable FAA and EASA advisory and interpretive material.
AE-2 Lightning Committee
Coupling Assembly, Threadless, Flexible, Fixed Cavity, Current Carrying, Self-Bonding, Procurement SpecificationAS5830 (Historical)1/9/2013
This aerospace specification defines the requirements for a threadless, flexible, conductive, self-bonding coupling assembly which, when installed on fixed cavity ferrules, provides a flexible, current carrying connection for joining tubing and components in aircraft fuel, vent and other systems. The assembled coupling is designed to provide interchangeability of parts and components between qualified manufacturers for the service life of the aircraft system. The assembled coupling is for use from -65 to +200 °F at nominal operating pressures (125 psig for -08 through -64 and 30 psig for -72 through -88). This aerospace specification is a departure from prior qualification practices for assembled couplings. Prior practice sought to validate this type of assembled coupling design by conducting a sequence of tests on sets of coupling assemblies. There were multiple test sequences and each was conducted on a different set of coupling assemblies. Each of these test sequences challenged a particular design feature of the coupling assembly. No single coupling assembly was expected to survive all of the required tests. FAR 23.954, FAR 25.954 and FAR 25.981 certification requirements have identified the need for high-current capable flexible fluid couplings. The coupling assembly does not require inspection and maintenance to remain current capable for the life of the aircraft. It is important to simulate the in-service wear and damage experienced by the assembled coupling if it is to remain capable of carrying current for the life of the aircraft. The test procedures in this specification simulate a worst case wear and damage condition for the assembled couplings. Interchangeability of vendor parts must be qualified by design, test and/or analysis. CAUTION: Although the AS5830 coupling and sleeve will fit on AS1650 ferrules due to the use of common O-rings, the combinations of these parts are not qualified. Using AS5830 parts on AS1650 ferrules may result in leakage and/or premature failure of the joint and does not produce a high current capable joint. WARNING: The use of AS1650 parts with AS5830 ferrules is not qualified. Assembly of worn AS1650 parts with AS5830 ferrules may be possible but could result in leakage and/or premature failure of the joint and does not produce a high current capable joint.
G-3, Aerospace Couplings, Fittings, Hose, Tubing Assemblies
Aircraft Lightning Test MethodsARP5416A (Historical)1/7/2013
This document is one of a set covering the whole spectrum of aircraft interaction with lightning. This document is intended to describe how to conduct lightning direct effects tests and indirect system upset effects tests. Indirect effects upset and damage tolerance tests for individual equipment items are addressed in DO-160/ED-14. Documents relating to other aspects of the certification process, including definition of the lightning environment, zoning, and indirect effects certification are listed in Section 2. This document presents test techniques for simulated lightning testing of aircraft and the associated systems. This document does not include design criteria nor does it specify which items should or should not be tested. Acceptable levels of damage and/or pass/fail criteria for the qualification tests must be approved by the cognizant certification authority for each particular case. When lightning tests are a part of a certification plan, the test methods described herein are an acceptable means, but not the only means, of meeting the test requirements of the certification plan. Each test method is set out in a uniform format, describing the test purpose, test object, test setup, test waveforms (voltage and/or current), measurements and data recording, test procedure and data interpretation. Guidance is provided on how to select the appropriate test or series of tests, and how the test results can be assessed. Natural lightning is a complex and variable phenomenon and its interaction with different types of vehicles may be manifested in many different ways. It is not intended that every test described herein be applied to every system requiring lightning verification tests. The document is written so that specific aspects of the environment can be called out for each specific program as dictated by the vehicle design, performance and mission constraints.
AE-2 Lightning Committee
437-1 Guidelines For Training FacilitiesARINC437-1 (Current)11/7/2012
The purpose of ARINC Report 437 is to provide guidance when planning a new training facility, extending an existing training facility, or adding new equipment to an existing facility.
Flight Simulator Engineering and Maintenance Committee
Aircraft Lightning ZoneARP5414A (Historical)9/28/2012
This SAE Aerospace Recommended Practice (ARP) defines lightning strike zones and provides guidelines for locating them on particular aircraft, together with examples. The zone definitions and location guidelines described herein are applicable to Parts 23, 25, 27, and 29 aircraft. The zone location guidelines and examples are representative of in-flight lightning exposures.
AE-2 Lightning Committee
Software Creates and Analyzes Lightning Protection Solutions for Wind TurbinesTBMG-146589/1/2012
Highvoltage.dk is a Danish consulting engineering firm with expertise in lightning protection and high-voltage engineering. The company, founded in 2005, tackles complex problems such as general high-voltage design engineering for the power industry, lightning protection concepts and findings for wind turbines, and high-voltage material tests. The engineers at Highvoltage.dk are experienced users of numerical analysis tools to simulate magnetic and electric fields, current distribution, and lightning attachment points.
Aerospace Systems Electrical Bonding and Grounding for Electromagnetic Compatibility and SafetyARP1870A (Current)8/10/2012
This document establishes the minimum requirements for the electrical bonding and grounding of electric, avionic, armament, communication, and electronic equipment installations for aeronautical and aerospace applications. The bonding and grounding requirements specified herein are to ensure that an adequate low resistance return path for electric, avionic, armament, communication and electronic equipment is achieved which can withstand operating conditions and corrosion. This is essential for the reduction of coupling of electromagnetic fields into or out of the equipment as well as for providing electrical stability to control the currents and/or voltages caused by static charges and discharges and for suppressing the hazardous effects thereof.
AE-4 Electromagnetic Compatibility (EMC) Committee
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