Browse Topic: Aircraft certification
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
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
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
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
This document contains minimum operational performance specification (MOPS) of active on-board INFLIGHT ICING DETECTION SYSTEMS (FIDS). This MOPS specifies FIDS operational performance which is the minimum necessary to satisfy regulatory requirements for the design and manufacture of the equipment to a minimum standard and guidance towards acceptable means of compliance when installed on an AIRCRAFT. Detection of ICE accreted on the AIRCRAFT during ground operations is not considered in this document. This MOPS was written for the use of FIDS on AIRCRAFT as defined in 1.3 and 2.3. Expected minimum performance specifications for FIDS and their functions are provided in Section 3. The minimum performance requirements as defined in Section 3 do not consider SYSTEM performance as installed on the AIRCRAFT. Performance in excess of the minimum performance may be required by the SYSTEM installed on an AIRCRAFT in order to meet regulatory or operational requirements. This topic is considered
The advent of electrified propulsion in the aerospace sector, captured in microcosm by the fast-emerging eVTOL market, both threatens to upset the establishment of major aerospace players and offers significant new opportunities for start-up companies. In all cases, it is forcing a marriage of system simulation and architecture definition techniques from markets already meeting these challenges, such as automotive. The demands of these aerospace applications are causing engineers on both sides to find the best blend of tools and approaches to meet their goals
This SAE Aerospace Standard (AS) establishes minimum performance standards for new equipment position lights. This SAE Aerospace Standard (AS) defines minimum and maximum light intensity in terms of candelas in vertical and horizontal directions about the longitudinal, vertical, and lateral axes of the aircraft. It also defines color tolerances in terms of limiting chromaticities for the light emitted from the position lights. It is not intended that this standard require the use of any particular light source such as quartz-halogen, incandescent, or any other specific design of lamp
This SAE Aerospace Recommended Practice (ARP) provides a framework for establishing methods and stakeholder responsibilities to ensure that seats with integrated electronic components (e.g., actuation system, reading light, inflatable restraint, inflight entertainment equipment, etc.) meet the seat TSO minimum performance standard. These agreements will allow seat suppliers to build and ship TSO-approved seats with integrated electronic components. The document presents the roles and accountabilities of the electronics manufacturer (EM), the seat supplier, and the TC/ATC/STC applicant/holder in the context of AC 21-49 Section 7.b (“Type Certification Using TSO-Approved Seat with Electronic Components Defined in TSO Design”). This document applies to all FAA seat TSOs C39( ), C127( ), etc. The document defines the roles and responsibilities of each party involved in the procurement of electronics, their integration on a TSO-approved seat, and the seat’s installation on an aircraft
This document establishes the general requirements for the quality management of aircraft ground deicing/anti-icing systems and processes. It covers the areas of: Quality system, documentation, and control of records; Management responsibility; Resource management; Product realization; and Measurement, analysis, and improvement. This document defines these areas and their key aspects so they can be practically managed, and that deicing operations can become safer with time. In alignment with AS6285 and AS6286, the primary focus of this standard is on the deicing/anti-icing of aircraft using deicing and anti-icing fluids
The Federal Aviation Administration (FAA) defined the aircraft certification requirements concerning the fungus testing for aircraft components. The fungus testing, focused currently mostly on the materials composing the component, has a relatively long duration, could lead to false failures, and disregards the operation conditions in the aircraft. The present study introduces aerospace engineering and certification personnel to information used to develop a successful fungus analysis to use for aircraft certification and recommends academia future fungus studies specific to the aerospace industry. The article includes a literature review of fungus research in the context of aircraft, with a focus on bay and engine components certification, and presents empirical data about the survivability of fungi on aircraft engine components
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
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