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The 747 flight test certification program was initiated with the first flight of the No. 1 airplane on February 9, 1969. Five test airplanes were used in an intensive test program involving 1443 flight hr and 36-1/4 airplane months, with the last certification flight on December 23, 1969. Full type certification approval was granted by the FAA on December 30, 1969 after a total of 10-2/3 months of flight testing. These statistics compare very well with the original program estimates, which were based on Boeing's extensive experience with development and certification testing of commercial transport airplanes. The success of this test program was not due to any great advancements in flight test techniques specifically for the 747, but was due to the tried and proven test methods developed during past certification programs at Boeing. This is not meant to imply that some new methods were not used, but to emphasize that test techniques evolve with experience.

The Orion Crew and Service Modules are often compared to the Apollo Command and Service Modules due to their similarity in basic mission objective: both were dedicated to getting a crew to lunar orbit and safely returning them to Earth. Both spacecraft rely on the environmental control, life support and active thermal control systems (ECLS/ATCS) for the basic functions of providing and maintaining a breathable atmosphere, supplying adequate amount of potable water and maintaining the crew and avionics equipment within certified thermal limits. This assessment will evaluate the driving requirements for both programs and highlight similarities and differences. Further, a short comparison of the two system architectures will be examined including a side by side assessment of some selected system's hardware mass.

During the certification of an airplane, the chances of encountering icing conditions as defined in the Federal Aviation Regulations (FAR) are so small that the satisfactory performance of an anti-icing system has to be established by methods other than flight tests in FAR icing conditions. The regulations, however, do not specify a set of standard procedures for evaluating the anti-icing capability of a system. The methods used within the industry, therefore, vary very widely in type, scope, and accuracy. This paper describes an approach used by Gates Learjet that is simple and inexpensive to be within the reach of any manufacturer, and accurate enough to contribute towards the creation of a standard procedure within the whole industry.

Systems such as satellites, aircrafts, automobiles and air traffic controls are becoming increasingly complex and/or highly integrated, as prescribed by the standard SAE-ARP 4754A Standard. They integrate many technologies and they work in very demanding environments, sometimes with little or no maintenance, due to the severe conditions of operation. To survive such harsh operating conditions, they require very high levels of dependability, to be reached by a diversity of approaches, processes, components, etc. Some are suggested by the SAE-ARP-4754A as one of the highest level standards to be met. So, it is important to know it and its consequences for product and staff deeply. The aim of this paper is to present: a discussion on the standard SAE-ARP-4754A and a proposal for using it in product certification and qualification of staff.

The purpose of this SAE Aerospace Information Report (AIR) is to provide management, designers, and operators with information to assist them to decide what type of power train monitoring they desire. This document is to provide assistance in optimizing system complexity, performance and cost effectiveness. This document covers all power train elements from the point at which the gas generator energy is transferred to mechanical energy for propulsion purposes. The document covers engine power train components, their interfaces, transmissions, gearboxes, hanger bearings, shafting and associated rotating accessories, propellers and rotor systems as shown in Figure 1. This document addresses application for rotorcraft, turboprop, and propfan drive trains for both commercial and military aircraft. Information is provided to assist in; a. Defining technology maturity and application risk b. Cost benefit analysis (Value analysis) c. Selection of system components d.

A mean value based sizing and simulation model has been developed for use in the conceptual design and sizing of hydrogen fueled spark-ignition internal combustion engines (HICE) in the aerospace industry, here ‘mean value’ includes mean effective pressure (MEP), mean piston speed, mean specific power, etc. This model is developed since there is currently no such model readily available for this purpose. When sizing the HICE, statistical data and common practice for gasoline internal combustion engines (GICE) are used to obtain preliminary sizes of the HICE, such as total cylinder volume, bore and stroke; to capture the effect of low volumetric efficiency, the preliminary results are adjusted by a volumetric correction factor until the cycle parameters of HICE are reasonable. A non-dimensional combustion model with hydrogen as fuel is incorporated with existing GICE methods. With this combustion model, the high combustion temperature and high combustion pressure are captured.

Human factors concerns involving the design and certification of today's transport flight decks are not limited to new aircraft design. Technologies that were not available to the original manufacturer are now becoming operationally essential for the continued use of “classic” aircraft. While the workload considerations listed in FAR Part 25, Appedix D, are still relevant and must be covered in any certification, the application of modern human factors has considerably expanded their measurement and evaluation. This paper details the Orlady-Barnes Process, a methodology which the authors have used effectively during after-market product design and certification activities. It is based upon the proven elements of the Pilot Subjective Evaluation (PSE) but with modifications designed to address specific operational concerns. Use of the Modified PSE (or MPSE) as the key element in a total evaluation process is described.

The purpose of this SAE Aerospace Information Report (AIR) is to present a quantitative approach for evaluating the performance and capabilities of an Engine Monitoring System (EMS).

Abstract Autonomy is a key enabling factor in uncrewed aircraft system (UAS) and advanced air mobility (AAM) applications ranging from cargo delivery to structure inspection to passenger transport, across multiple sectors. In addition to guiding the UAS, autonomy will ensure that they stay safe in a large number of off-nominal situations without requiring the operator to intervene. While the addition of autonomy enables the safety case for the overall operation, there is a question as to how we can assure that the autonomy itself will work as intended. Specifically, we need assurable technical approaches, operational considerations, and a framework to develop, test, maintain, and improve these capabilities. We make the case that many of the key autonomy functions can be realized in the near term with readily assurable, even certifiable, design approaches and assurance methods, combined with risk mitigations and strategically defined concepts of operations.

The American Society for Nondestructive Testing (ASNT) has launched a new program for the qualification and certification of NDT personnel. The ASNT Central Certification Program (ACCP) provides for certification of nondestructive testing (NDT) personnel by both written and hands-on practical examinations. ASNT developed the ACCP in response to demand from industry to provide NDT personnel certification of a uniformly high standard, that would be recognized worldwide, and that would reduce multiple audits and examinations of NDT personnel qualifications. The features of the ACCP and details of the steps necessary to obtain certification at various levels of competence are presented. The ACCP is contrasted with other systems of NDT personnel qualification and certification. ASNT is currently administering the new ACCP examinations in the magnetic particle and liquid penetrant methods of NDT, to both Level II and Level III candidates.

The National Aeronautics and Space Administration (NASA) Aircraft Noise Prediction Program (ANOPP) Propeller Analysis System (PAS) is a set of computational modules for predicting the aerodynamics, performance, and noise of propellers. The ANOPP PAS has the capability to predict noise levels for propeller aircraft certification and produce parametric scaling laws for the adjustment of measured data to reference conditions. A technical overview of the prediction techniques incorporated into the system is presented. The prediction system has been applied to predict the noise signature of a variety of propeller configurations including the effects of propeller angle of attack. A summary of these validation studies is discussed with emphasis being placed on the wind tunnel and flight test programs sponsored by the Federal Aviation Administration (FAA) for the Piper Cherokee Lance aircraft.

To attend the next generation of aircraft, which will demand higher levels of crashworthiness performance and occupant safety, the development and validation of reliable simulation tools is a very important task. Through efficient use of finite element simulation technologies, development costs and certification tests can be reduced, while meeting aircraft safety and crashworthiness requirements. The present work presents an overview of aircraft crash and occupant simulation, highlights selected topics of the finite element crash technology, review recent applications, and identify future challenges of the technology.

The Phylog project aims at offering a model-based software-aided certification framework for aeronautical systems based on multi/many-core architectures. Certifying such platforms will entail fulfilling the high level objectives of the MCP-CRI / CAST-32A position paper. Among those, two types of analysis are required: interference and safety analyses. Because of the large size of the platforms and their complexity, those analyses can lead to combinatorial explosion and to some misinterpretation. To tackle these issues, we explore a service-based modelling approach that leads to a simplification of the analyses and to the highlighting of salient properties, making the adaptation of the certification argumentation efficient.

One particular issue with the use of Commercial Off-The-Shelf (COTS) components in Airborne Electronic Hardware (AEH) is that they have not been developed to the applicable avionics industry standards such as ED-80/DO-254 [DO-254] and their development and design data generally remain proprietary, hence not available for review to the levels expected by those standards for certification. A previous (2016-2017) research sponsored by the Federal Aviation Administration (FAA) Software and Digital Systems (SDS) program on assurance for AEH was intended to assess the feasibility of COTS AEH assurance possibly achieved at system level, i.e. going beyond or beside ED-80/DO-254, and/or using the current practices of ED-79A/ARP-4754A [ARP4754] for systems.

The FAA is involved in aircraft design for safety and continued airworthiness, its certification functions consisting of making preoperational findings or determinations that a product design, a facility, an operation, or a person satisfies the applicable Federal Aviation Regulation. This paper, in discussing safety systems, places particular emphasis on the design of aeronautical hardware for regulatory compliance.

In-flight icing is a major weather hazard to aviation; therefore, the remote detection of meteorological conditions leading to icing is a very aspired goal for the scientific community. In 2017, the Meteorological Laboratory of CIRA has developed a satellite-based tool for in-flight icing detection in collaboration with Italian Air Force Meteorological Service. Then, in the framework of the European project SENS4ICE, a further maturation of the previously developed algorithm has been achieved, in order to consider also Supercooled Large Drop (SLD) Icing Conditions. The tool relies on high-resolution satellite products based on Meteosat Second Generation (MSG) data.

The intent of this paper is to provide a general overview of the main engineering and test activities conducted in order to support A350XWB Ice and Rain Protection Systems certification. Several means of compliance have been used to demonstrate compliance with applicable Certification Basis (CS 25 at Amendment 8 + CS 25.795 at Amendment 9, FAR 25 up to Amendment 129) and Environmental protection requirements. The EASA Type Certificate for the A350XWB was received the 30th September 2014 after 7 years of development and verification that the design performs as required, with five A350XWB test aircraft accumulating more than 2600 flight test hours and over 600 flights. The flight tests were performed in dry air and measured natural icing conditions to demonstrate the performance of all ice and rain protection systems and to support the compliance demonstration with CS 25.1419 and CS25.21g.

Create a new AS part standard for this configuration for use with hydraulic fitting systems up to 3000 Psi.