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编制和发布本文件旨在供应商遵守 9100 规定的情况下，就 AQAP-2110 的应用提供相关信息和指南。本文件的发布号为 AQAP-2110-SRD.2 和 IA9137。本文件由 NATO 和行业代表联合编制，供 NATO 和行业内使用，旨在促进 AQAP-2110 和 9100 的使用及对其之间关系的理解。当采购国使用对外军售 (FMS) 作为其采购方式时，可能需要 AQAP。 本文件旨在促进采购方及其 9100 供应商对 AQAP-2110 要求解释的通用性。 本文件内容不具有法律或合同地位，亦不会取代、增加或取消 AQAP-2110 或 9100 的任何要求。 由于可能存在多种条件（取决于工作或过程类型、所用设备和所涉人员的技能等因素），不应将本指南视为包含所有事宜，亦不应将本指南视为强加满足合同要求的具体手段或方法。相关方应意识到，可使用其他手段或方法来满足这些要求。 本指南使用者应谨记，当合同引用了 AQAP 2110，其要求对于供应商和次级供应商具有强制性。

When looking into using PCMCIA PC Cards in the avionics market, three areas must be researched. The first is what are the applications and benefits of using the PC Cards while in flight, followed by the applications and benefits on the ground, and thirdly on how to make a PC Card that would stand up to the rugged avionics environment. PCMCIA PC Cards can be used in all aspects of flight. Three possible applications on the ground are; paperless documentation, modifications, flightline changes. Once airborne, PC Cards can be removed and a different functionality card can be inserted. One PC card socket can be used for many different functions during one flight. Some of the possible applications for PC Cards inflight are; flight plan changes, backup Line Replaceable Units (LRUs), and solid state data collection.

In recent years there has been increasing interest in quantifying the emissions from aircraft in order to generate inventories of emissions for climate models, technology and scenario studies, and inventories of emissions for airline fleets typically presented in environmental reports. The preferred method for calculating aircraft engine emissions of NOx, HC, and CO is the proprietary “P3T3” method. This method relies on proprietary airplane and engine performance models along with proprietary engine emissions characterizations. In response and in order to provide a transparent method for calculating aircraft engine emissions non proprietary fuel flow based methods 1,2,3 have been developed. This paper presents derivation, updates, and clarifications of the fuel flow method methodology known as “Fuel Flow Method 2”.

The Boeing Company in Mesa, Arizona, has been conducting a concept design study of a roadable helicopter called the “Converticar” to assess its feasibility. This is a twin-engine vehicle with twin retractable coaxial counter-rotating rotors. The purpose of the study is to describe a vehicle that carries four passengers in the equivalent of a luxury car that also can fly like a helicopter, and can be priced like a luxury car. To come near this cost goal, the production rate must be on the order of 500,000 units a year. At that rate there is no chance of training a comparable number of pilots each year. So the machine must fly and navigate autonomously, with the pilot just dialing in where he/she wants to go. Technologically, the concept appears to be feasible. Modern design processes, new materials, and improved manufacturing process should allow the Converticar to be built at the prescribed rate when the proper infrastructure for manufacturing it is made available.

A wide body aircraft carries almost a half–ton of water and ice between the cabin and skin of the aircraft. The water can get on wires and connectors, which can cause electrical problems, cause corrosion and rust, and, eventually, “rain in the plane”. The speaker is the CEO of CTT Systems that has developed a system that solves the condensation by using dry air. The speaker will discuss how condensation can be prevented and how airlines can also save maintenance costs in the process. This topic is relevant for the attendees at the Aerospace Expo, as they are decision makers who need to be aware of this issue. It is also important for the MRO shows as the attendees are on the front lines of dealing with this problem.

The airline industry seems to be providing more leisure features on planes like inflight entertainment, Internet access and Digital TV, but it seems the airline industry has ignored the issue of excess condensation on aircraft, which had plagued carriers since the birth of the airline industry. How safe are passengers when a wide body aircraft carries in excess almost a half ton of water and ice between the cabin and skin of the aircraft? Besides the added weight straining the aircraft, excess condensation soaks wires and connectors which can cause electrical shorts. There have been instances of emergency doors frozen shut, locked by ice stemming from excess water dripping inside the plane. Extra water also causes “rain-in-the-plane”, an issue that has gained national attention and causes passenger discomfort. It's time for the industry to address what has become a serious issue.

This Life Support Laboratory consists of a simulator of the spacecraft called Nautilus, which houses Air Revitalization Subsystem, Atmospheric Control and Supply, and Fire Detection and Suppression in the Equipment Area. There are supporting facilities including a Human Metabolic Simulator, simulated Low and Moderate Temperature Coolant Loop, chemical analysis bench, purified water supply, vacuum and gas supplies. These facilities are scheduled to be completed and start to operate for demonstration purposes by March 2005. There are an ARES Ground Model (AGM) and a Trace Contaminant Control Assembly in the ARS. The latter will be integrated with the AGM and a Condensing Heat Exchanger. The unit of AGM is being engineered, built, and will be delivered in early 2005 by EADS Space Division. These assemblies will be operated for sensitivity analysis, integration and optimization studies. The main goal is the achievement for optimal recovery of oxygen.

This paper presents a breakthrough in the domain of micro heat pipes for electronic cooling. The proposed technology consists of a novel, sophisticated but industrial approach in cooling technique with flat and ultra-thin microchannel heat pipes. We present in the introduction the current needs in term of cooling system for electronic applications. The particular case of space based system is discussed and few projections into the future demonstrate the need for a new generation of cooling device. The fabrication process is explained to present our product and its flexibility of design and capacity. The key features and performances of a prototype based on this new generation heat pipe are presented.

STRUCTURAL MATERIALS for Mach 3 jet transports pose difficult problems for the design engineer. Reasons for this problem are the incomplete information available on the many possible metals and the diversity of critical properties that are added by supersonic requirements. The material properties discussed in this paper include tensile strength, resistance to crack propagation, ease of fabrication, weldability, and thermal expansion. Cost factors are also considered. The structural configuration of the wing and fuselage is an example of the complexity of the material selection problem. The wing may be rigidity-critical, and the fuselage strength-critical; each requires diferent material properties to solve the problem.*

NEW WELDING processes are dropping costs while providing improvements in weld quality. This paper describes some of the more promising new developments in pressure and fusion welding and brazing. Included in the discussion are ultrasonic, high frequency resistance, foil seam, magnetic force, percussion, friction, and thermopressure welding and diffusion bonding. The description of adhesive bonding includes the development of glass or ceramic materials as structural adhesives.*

A zirconia electroysis cell is an all-solid state (mainly ceramic) device consisting of two electrodes separated by a dense zirconia electrolyte. The cell electrochemically reduces carbon dioxide to oxygen and carbon monoxide at elevated temperatures (800 to 1000°C). The zirconia electrolysis cell provides a simple, lightweight, low-volume system for Mars In-Situ Resource Utilization (ISRU) applications. This paper describes the fabrication process and discusses the electrochemical performance and other properties of zirconia electrolysis cells made by the tape calendering method. Electrolytes produced by this method are very thin (micrometer-thick); the thin electrolyte reduces ohmic losses in the cell, permitting efficient operation at temperatures of 800°C or below.

This specification covers the requirements for producing a zinc phosphate coating on ferrous alloys and the properties of the coating.

This specification covers a zinc alloy in the form of die castings.

This specification covers a zinc alloy in the form of die castings.

This specification covers a zinc alloy in the form of die castings.

This paper discusses the advantages and problems associated with the use of “passive” liquid containment systems that utilize liquid intermolecular forces for propellant orientation in reduced or zero gravity environments. Liquid orientation is required to provide reliable engine restart and tank venting operations of space vehicle propulsion systems. Various liquid containment system concepts, and associated design criteria, are presented and general problem areas of interface stability, liquid slosh, and effects of thermal energy are described. Descriptions of present and planned test facilities designed to provide reduced gravity environments and extended time durations are included. It is concluded that additional design criteria in the problem areas discussed must be obtained before “passive” liquid containment systems can replace systems now used in reduced or zero gravity environments.

Conventional attribute sampling plans based upon nonzero acceptance numbers are no longer desirable. In addition, emphasis is now placed on the quality level that is received by the customer. This relates directly to the Lot Tolerance Percent Defective (LTPD) value or the Limiting Quality Protection of MIL-STD-105. Measuring quality levels in percent nonconforming, although not incorrect, has been replaced with quality levels measured in parts per million (PPM). As a result, this standard addresses the need for sampling plans that can augment MIL-STD-105, are based upon a zero acceptance number, and address quality (nonconformance) levels in the parts per million range. This document does not address minor nonconformances, which are defined as nonconformances that are not likely to reduce materially the usability of the unit of product for its intended purpose.

The first element of the International Space Station (ISS), Zarya, was funded by NASA and built by the Russian aerospace company Khrunichev State Research and Production Space Center (KhSC). NASA Glenn Research Center (GRC) and KhSC collaborated in performing analytical predictions of the on-orbit electrical performance of Zarya’s solar arrays. GRC assessed the pointing characteristics of and shadow patterns on Zarya’s solar arrays to determine the average solar energy incident on the arrays. KhSC used the incident energy results to determine Zarya’s electrical power generation capability and orbit-average power balance. The power balance analysis was performed over a range of solar beta angles and vehicle operational conditions. This analysis enabled identification of problems that could impact the power balance for specific flights during ISS assembly and was also used as the primary means of verifying that Zarya complied with electrical power requirements.

This specification covers the engineering requirements for electrodepositton of zinc and the properties of the deposit.