Browse Topic: Certification
This SAE Recommended Practice supersedes SAE J1930 MAR2017 and is technically equivalent to ISO 15031-2. This document is applicable to all light-duty gasoline and diesel passenger vehicles and trucks, and to heavy-duty gasoline vehicles. Specific applications of this document include diagnostic, service and repair manuals, bulletins and updates, training manuals, repair databases, underhood emission labels, and emission certification applications. This document should be used in conjunction with SAE J1930DA Digital Annexes, which contain all of the information previously contained within the SAE J1930 tables. These documents focus on diagnostic terms applicable to electrical/electronic systems, and therefore also contain related mechanical terms, definitions, abbreviations, and acronyms. Even though the use and appropriate updating of these documents is strongly encouraged, nothing in these documents should be construed as prohibiting the introduction of a term, abbreviation, or
Homologation is an important process in vehicle development and aerodynamics a main data contributor. The process is heavily interconnected: Production planning defines the available assemblies. Construction defines their parts and features. Sales defines the assemblies offered in different markets, where Legislation defines the rules applicable to homologation. Control engineers define the behavior of active, aerodynamically relevant components. Wind tunnels are the main test tool for the homologation, accompanied by surface-area measurement systems. Mechanics support these test operations. The prototype management provides test vehicles, while parts come from various production and prototyping sources and are stored and commissioned by logistics. Several phases of this complex process share the same context: Production timelines for assemblies and parts for each chassis-engine package define which drag coefficients or drag coefficient contributions shall be determined. Absolute and
The extent of automation and autonomy used in general aviation (GA) has been steadily increasing for decades, with the pace of development accelerating recently. This has huge potential benefits for safety given that it is estimated that 75% of the accidents in personal and on-demand GA are due to pilot error. However, an approach to certifying autonomous systems that relies on reversionary modes limits their potential to improve safety. Placing a human pilot in a situation where they are suddenly tasked with flying an airplane in a failed situation, often without sufficient situational awareness, is overly demanding. This consideration, coupled with advancing technology that may not align with a deterministic certification paradigm, creates an opportunity for new approaches to certifying autonomous and highly automated aircraft systems. The new paths must account for the multifaceted aviation approach to risk management which has interlocking requirements for airworthiness and
Additive manufacturing (AM) is currently being used to produce many aerospace components, with its inherent design flexibility enabling an array of unique and novel possibilities. But, in order to grow the application space of polymer AM, the industry has to provide an offering with improved mechanical properties. Several entities are working toward introducing continuous fibers embedded into either a thermoplastic or thermoset resin system. This approach can enable significant improvement in mechanical properties and could be what is needed to open new and exciting applications within the aerospace industry. However, as the technology begins to mature, there are a couple of unsettled issues that are beginning to come to light. The most common question raised is whether composite AM can achieve the performance of traditional composite manufacturing. If AM cannot reach this level, is there enough application potential to warrant the development investment? The answers are highly
As model-based systems engineering is proliferating throughout the aerospace industry as a method to manage the development of complex cyber-physical systems, opportunities to leverage formal methods for verification and validation purposes are significant. As a system model described in SysML can contain the level of semantics required to define strict system requirements, it is possible to create a translation tool to generate SRL (SADL (Semantic Application Design Language) Requirements Language) to leverage ASSERT™ (Analysis of Semantic Specifications and Efficient generation of requirements-based Tests) for verification and validation of the system requirements. SADL [13] is a controlled English grammar that translates directly into OWL (Web Ontology Language) [14]. As part of the validation of the SRL requirements, ASSERT™ leverages a theorem prover to look for conflict and completeness errors. For verification, ASSERT™ uses a Satisfiability Modulo Theories (SMT) solver for the
Advanced flight control system, aviation battery and motor technologies are driving the rapid development of eVTOL to offer possibilities for Urban Air Mobility. The safety and airworthiness of eVTOL aircraft and systems are the critical issues to be considered in eVTOL design process. Regarding to the flight control system, its complexity of design and interfaces with other airborne systems require detailed safety assessment through the development process. Based on SAE ARP4754A, a forward architecture design process with comprehensive safety assessment is introduced to achieve complete safety and hazard analysis. The new features of flight control system for eVTOL are described to start function capture and architecture design. Model-based system engineering method is applied to establish the functional architecture in a traceable way. SFHA and STPA methods are applied in a complementary way to identify the potential safety risk caused by failure and unsafe control action. PSSA with
This SAE Aerospace Recommended Practice (ARP) provides recommendations for the development of aircraft and systems, taking into account aircraft functions and operating environment. It provides practices for ensuring the safety of the overall aircraft design, showing compliance with regulations, and assisting a company in developing and meeting its own internal standards. These practices include validation of requirements and verification of the design implementation for safety, certification, and product assurance. The guidelines in this document were developed in the context of U.S. Title 14 Code of Federal Regulations (14 CFR) Part 25 and European Union Aviation Safety Agency (EASA) Certification Specification (CS) CS-25. They may be applicable in the context of other regulations, such as 14 CFR Parts 23, 27, 29, 33, and 35, and CS-23, CS-27, CS-29, CS-E, and CS-P. This document addresses the development cycle for aircraft and systems that implement aircraft and system functions. It
ARP4761A and its EUROCAE counterpart, ED-135, present guidelines for performing safety assessments of civil aircraft, systems, and equipment. They may be used when addressing compliance with certification requirements (e.g., 14 CFR/CS Parts 23, 25, 27, and 29 and 14 CFR Parts 33, 35, CS-E, and CS-P). ARP4761A/ED-135 may also be used to assist a company in meeting its own internal safety assessment standards. While the safety assessment processes described are primarily associated with civil aircraft, systems, and equipment, these processes may be used in many other applications. The guidelines herein identify a systematic safety assessment process, but other processes may be equally effective. The processes described herein are usually applicable to the new designs or to existing designs that are affected by changes to design or functions. In the case of the implementation of existing design(s) in a derivative application, complementary means such as service experience in a similar
This specification covers the requirements for qualification, requalification, and certification of etch inspectors
In an application first, the physics of why the sky is blue is used to measure gas flows without obstructive sensors. A longstanding industry partnership between Virginia Polytechnic Institute and State University (Virginia Tech) and Pratt & Whitney has resulted in a new laser-optical technology that aims to revolutionize in-flight thrust measurement
Threats to aviation safety as a result of super-cooled large drops (SLD) has been addressed by the FAA rules change (14 CFR Part 25) with the additional icing certification requirement. SLD clouds often consist of bi-modal drop size spectra leading to significant problems in simulating and characterizing these conditions in situ and in icing wind tunnels. Legacy instrumentation for measuring drop size distributions and liquid water content are challenged under these conditions. The large size range measurement problem is addressed with the development of the Phase Doppler Interferometer, Flight Probe Dual-Range (PDI FPDR). The method is described in this report along with the measurement capabilities including the dynamic measurement range and overall working size range. The PDI instrument bases drop size measurements on the light wavelength as the measurement length scale. The light wavelength is a much more robust scale, especially as compared to the light scattering intensity
This standard covers all types of oxygen breathing equipment used in non-military aircraft. It is intended that this standard supplements the requirements of the detail specification or drawings of specific components or assemblies (e.g., regulators, masks, cylinders, etc.). Where a conflict exists between this standard and detail specifications, detail specifications shall take precedence
When designing new vehicles, the legal requirements of the countries in which the vehicles are homologated must be observed and implemented. The manufacturers try to consider the legal framework of the UN-ECE (United Nations Economic Commission for Europe), CCC (China Compulsory Certification) and FMVSS (Federal Motor Vehicle Safety Standard) 108 in the same vehicle to keep the variance low. For the appearance of the vehicle, the position of the light modules in the front of the vehicle is important. In addition to the surface requirements of lighting functions, the positions of the low beam (LB), high beam (HB) and the position of daytime running lights (DRL) are also regulated. When it comes to these mounting positions, the legislation between the US and the EU differs quite significantly. The UN-ECE legal framework does not describe the distance between the left and right Adaptive Front Lighting System with a certain value, but only requires the distance to the outer edge of the
SAE International in late February, 2023, announced the release of a new standards document to provide a common testing procedure to rate the maximum power of electrified powertrains. The new J2908 standard, titled “Vehicle Power and Rated System Power Test for Electrified Powertrains,” is a voluntary procedure to make it easier to measure and compare the maximum power of electrified powertrains used in hybrid-electric vehicles (HEVs), plug-in hybrid-electric vehicles (PHEVs) and battery electric vehicles (EVs) or fuel-cell electric vehicles (FCEVs). The J2908 standard establishes the framework for testing, data post-processing and reporting of SAE system power for an electrified vehicle. The SAE system power is defined as the sum of the mechanical shaft powers of all powertrain components used for propulsion during peak wheel power. It is a voluntary procedure, said Michael Duoba, research engineer, Argonne National Laboratory, and sponsor of the document
There is a demonstrated need for effective design verification testing to support certification strategies for nascent electric motors and electric propulsion systems. Design efforts pursue efficiency pushing electrified propulsion rotors to be lighter and incorporate greater power density; however, there is no clear path established for supporting structural integrity and durability test requirements as required by global certification agencies. Application of new materials, unique rotor design characteristics, and modified certification requirements drive unusual requirements for rotor modeling substantiated by component test data that addresses complex stress distribution characteristics. Our paper addresses testing electrified propulsion rotors using spin test protocols adapted to support integrity and durability test goals. We further incorporate key concerns for planning and executing component spin tests of rotating structures necessary to support global engine certification
This SAE Aerospace Standard (AS) establishes standard requirements for aerospace sealants and adhesion promoters, which may be incorporated as part of SAE Aerospace Material Specifications (AMS) for such products. This document provides for commonality of methods and procedures for responsibility for inspection, source inspection, classification of tests, establishment of/and qualification to qualified products lists, approval, reports, resampling and retesting, packaging, and marking
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
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