49.035 - Components for aerospace construction
ICS 49.035 Details
Components for aerospace construction
Bauteile und Komponenten der Luft- und Raumfahrttechnik
Composants pour la construction aeronautique
Sestavni deli za letalsko in vesoljsko gradnjo
General Information
Frequently Asked Questions
ICS 49.035 is a classification code in the International Classification for Standards (ICS) system. It covers "Components for aerospace construction". The ICS is a hierarchical classification system used to organize international, regional, and national standards, facilitating the search and identification of standards across different fields.
There are 462 standards classified under ICS 49.035 (Components for aerospace construction). These standards are published by international and regional standardization bodies including ISO, IEC, CEN, CENELEC, and ETSI.
The International Classification for Standards (ICS) is a hierarchical classification system maintained by ISO to organize standards and related documents. It uses a three-level structure with field (2 digits), group (3 digits), and sub-group (2 digits) codes. The ICS helps users find standards by subject area and enables statistical analysis of standards development activities.
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1.1 This document is intended to be used to assign part classifications across the aviation industries that use AM to produce parts.
1.2 This document is applicable to all AM technologies defined in ISO/ASTM 52900 used in aviation.
1.3 This document is intended to be used to establish a metric for AM parts in downstream documents.
1.4 This document is not intended to establish criteria for any downstream processes, but rather to establish a metric that these processes can use.
1.5 The part classification metric could be utilized by the engineering, procurement, non-destructive inspection, testing, qualification, or certification processes used for AM aviation parts.
1.6 The classification scheme in this document establishes a consistent methodology to define and communicate the consequence of failure associated with AM aviation parts.
1.7 This document is not intended to supersede the requirements and definitions of the applicable regulations or policies, including but not limited to the ones listed in Annex A1.
1.8 Tables A.1.1-A.1.3 align the existing regulations and guidance with the four part classes established herein. However, this alignment should not be construed as an alignment of the existing regulations to each other.
1.9 The material or process, or both, in general does not affect the consequence of failure of a part, therefore the classification scheme defined in this document may be used outside AM.
1.10 The user of this document should not assume regulators’ endorsement of this document as accepted mean of compliance.
1.11 This document does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this document to establish appropriate safety, health, and environmental documents and determine the applicability of regulatory limitations prior to use.
1.12 This document was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.
- Draft16 pagesEnglish languagee-Library read for1 day
This document specifies the required characteristics and tests applicable to sealing sleeves used in elements of connection according to EN 3155 002 and EN 4530-002.
- Standard9 pagesEnglish languagee-Library read for1 day
This document specifies the required characteristics and tests applicable to sealing sleeves used in elements of connection according to EN 3155 002 and EN 4530-002.
- Standard9 pagesEnglish languagee-Library read for1 day
This document specifies the characteristics of spherical plain bearings in corrosion resisting steel, with assembly slots, metric series, with or without lubrication holes and groove, intended for use in fixed or moving parts of aircraft structure and control mechanisms, within the temperature range from −54 °C to 150 °C.
It also applies to the following temperature ranges when lubricated with the following greases (see EN 2337):
- ester type very high pressure grease (code letter A), operating range from −73 °C to 121 °C;
- synthetic hydrocarbon type very high pressure grease general purpose (code letter B), operating range from −54 °C to 177 °C.
Their field of application when lubricated with grease code letter A is limited to 121 °C.
- Standard10 pagesEnglish languagee-Library read for1 day
This document specifies the characteristics of spherical plain bearings in corrosion resisting steel, with assembly slots, metric series, with or without lubrication holes and groove, intended for use in fixed or moving parts of aircraft structure and control mechanisms, within the temperature range from −54 °C to 150 °C.
It also applies to the following temperature ranges when lubricated with the following greases (see EN 2337):
- ester type very high pressure grease (code letter A), operating range from −73 °C to 121 °C;
- synthetic hydrocarbon type very high pressure grease general purpose (code letter B), operating range from −54 °C to 177 °C.
Their field of application when lubricated with grease code letter A is limited to 121 °C.
- Standard10 pagesEnglish languagee-Library read for1 day
1.1 This document is intended to be used to assign part classifications across the aviation industries that use AM to produce parts. 1.2 This document is applicable to all AM technologies defined in ISO/ASTM 52900 used in aviation. 1.3 This document is intended to be used to establish a metric for AM parts in downstream documents. 1.4 This document is not intended to establish criteria for any downstream processes, but rather to establish a metric that these processes can use. 1.5 The part classification metric could be utilized by the engineering, procurement, non-destructive inspection, testing, qualification, or certification processes used for AM aviation parts. 1.6 The classification scheme in this document establishes a consistent methodology to define and communicate the consequence of failure associated with AM aviation parts. 1.7 This document is not intended to supersede the requirements and definitions of the applicable regulations or policies, including but not limited to the ones listed in Annex A1. 1.8 Tables A.1.1-A.1.3 align the existing regulations and guidance with the four part classes established herein. However, this alignment should not be construed as an alignment of the existing regulations to each other. 1.9 The material or process, or both, in general does not affect the consequence of failure of a part, therefore the classification scheme defined in this document may be used outside AM. 1.10 The user of this document should not assume regulators’ endorsement of this document as accepted mean of compliance. 1.11 This document does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this document to establish appropriate safety, health, and environmental documents and determine the applicability of regulatory limitations prior to use. 1.12 This document was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.
- Standard11 pagesEnglish languagesale 15% off
- Standard12 pagesFrench languagesale 15% off
This document specifies the characteristics of adjustable rod-ends with self-aligning double row ball bearing and threaded shank in steel.
They consist of:
- a rod-end comprising:
- either seals or shields;
- an optional longitudinal groove for locking purpose;
- an inner ring with balls.
These rod-ends are intended for use with flight control rods or rods for aerospace structures.
- Standard13 pagesEnglish languagee-Library read for1 day
SIGNIFICANCE AND USE
5.1 This practice is intended primarily for the testing of flat panel composites and sandwich core panels to an acceptance criteria most typically specified in a purchase order or other contractual document.
5.2 Basis of Application—There are areas in this practice that require agreement between the cognizant engineering organization and the supplier, or specific direction from the cognizant engineering organization.
SCOPE
1.1 This practice covers two procedures for ultrasonic testing (UT) of flat panel (parallel surfaces) composites and flat sandwich core panels. Typical as-fabricated lay-ups include uniaxial, cross ply, and angle ply laminates, as well as honeycomb sandwich core materials. These procedures can be used throughout the life cycle of the materials: product and process design optimization, on line process control, after manufacture inspection, and in-service inspection. Contact methods, such as angle-beam techniques using shear waves, are not discussed.
1.2 Ultrasonic testing is a common subsurface method for detection of laminar discontinuities. Two techniques can be considered based on panel surface accessibility; pulse echo for one sided and through transmission (bubblers/squirters) for two sided. As used in this practice, both require the use of a pulsed straight-beam ultrasonic longitudinal wave followed by observing indications of either the reflected (pulse-echo) or received (through transmission) wave. The general types of anomalies detected by both techniques include foreign materials, delamination, disbond/un-bond, fiber de-bonding, inclusions, porosity, and voids.
1.3 This practice provides two ultrasonic test procedures. These test procedures can be applied to small area manual scanning and large area automated scanning. Each has its own merits and requirements for inspection and shall be selected as agreed upon in a contractual document.
1.3.1 Test Procedure A, Pulse Echo (Non-contacting and Contacting), is at a minimum a single transducer transmitting and receiving a longitudinal wave in the range of 0.5 MHz to 20 MHz (see Fig. 1). This procedure requires access to only one side of the specimen. This procedure can be conducted by automated or manual means. Automated and manual test results may be imaged or recorded.
FIG. 1 Test Procedure A, Example Pulse Echo Apparatus Set-ups
1.3.2 Test Procedure B, Through Transmission, is a combination of two transducers. One transmits a longitudinal wave and the other receives the longitudinal wave in the range of 0.5 MHz to 20 MHz (see Fig. 2 for an example set-up using squirters). This procedure requires access to both sides of the specimen. This procedure is automated and the examination results are recorded.
FIG. 2 Test Procedure B, Through Transmission Apparatus Set-up Using Squirters
1.4 This practice does not specify accept-reject criteria.
1.5 Units—The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.
1.6 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.
1.7 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.
- Standard8 pagesEnglish languagesale 15% off
- Standard8 pagesEnglish languagesale 15% off
This document is applicable to new manufactured tags after publication of this document.
This document aims to:
- provide specification for RFID tag manufacturers to design and manufacture passive UHF RFID tags for the aeronautical industry;
- identify required performances for UHF RFID tags in order to be read/written during ground operations only, while being subject to the global flight environment;
- identify functional and environmental validation tests to be performed on passive UHF RFID tags with associated pass/fail criteria as well as associated test methods;
- check functionalities and resistance to environment for airborne passive UHF RFID tags.
This document does not apply to:
- the reader (interrogator – readers). It will be addressed appropriately by individual applicants;
- active RFID devices or battery assisted passive (BAP) RFID devices;
- RFID tags designed to operate outside the 860 MHz to 960 MHz frequency range.
- Standard25 pagesEnglish languagee-Library read for1 day
This document is applicable in the aeronautical domain to on-board parts and to equipment intended to be embedded or positioned on any civil or military airborne vehicle with a type certificate.
The purpose of this document is to guide design, manufacturing, maintenance and operations organizations in the installation, removal and replacement of RFID tags (UHF and HF) and Contact Memory Buttons (CMB), according to the environments defined in RTCA DO-160/EUROCAE ED-14 and according to the type of support and the expected fixation performances. This guide will provide help in the specification of the tag installation/removal functions and/or will enable the solutions on offer from tag suppliers to be enhanced.
The term "tag" used in this document covers all the tags used to store electronic data, including RFID tags and CMB tags. As a reminder, the tags can also contain information that can be read by devices other than RFID or CMB readers (e.g. bar codes - Data Matrix, QR codes, etc., and/or alphanumerical characters) and information that can be read by the naked eye without any tools (human-readable).
- Standard33 pagesEnglish languagee-Library read for1 day
This document is applicable to new manufactured tags after publication of this document.
This document aims to:
- provide specification for RFID tag manufacturers to design and manufacture passive UHF RFID tags for the aeronautical industry;
- identify required performances for UHF RFID tags in order to be read/written during ground operations only, while being subject to the global flight environment;
- identify functional and environmental validation tests to be performed on passive UHF RFID tags with associated pass/fail criteria as well as associated test methods;
- check functionalities and resistance to environment for airborne passive UHF RFID tags.
This document does not apply to:
- the reader (interrogator – readers). It will be addressed appropriately by individual applicants;
- active RFID devices or battery assisted passive (BAP) RFID devices;
- RFID tags designed to operate outside the 860 MHz to 960 MHz frequency range.
- Standard25 pagesEnglish languagee-Library read for1 day
This document is applicable in the aeronautical domain to on-board parts and to equipment intended to be embedded or positioned on any civil or military airborne vehicle with a type certificate.
The purpose of this document is to guide design, manufacturing, maintenance and operations organizations in the installation, removal and replacement of RFID tags (UHF and HF) and Contact Memory Buttons (CMB), according to the environments defined in RTCA DO-160/EUROCAE ED-14 and according to the type of support and the expected fixation performances. This guide will provide help in the specification of the tag installation/removal functions and/or will enable the solutions on offer from tag suppliers to be enhanced.
The term "tag" used in this document covers all the tags used to store electronic data, including RFID tags and CMB tags. As a reminder, the tags can also contain information that can be read by devices other than RFID or CMB readers (e.g. bar codes - Data Matrix, QR codes, etc., and/or alphanumerical characters) and information that can be read by the naked eye without any tools (human-readable).
- Standard33 pagesEnglish languagee-Library read for1 day
This document specifies the minimum requirements for the qualification, acceptance, delivery and
inspection of standard parts by the aerospace industry and its manufacturers.
This document is valid for standard parts and their assemblies as described in a product standard, if
mentioned therein. This specification can also be applied to other parts when specifically invoked by
the terms of delivery.
Parts/sections of this document are not applicable in cases where the product standard stipulates
requirements that differ from this specification.
- Standard9 pagesEnglish languagee-Library read for1 day
This document specifies the minimum requirements for the qualification, acceptance, delivery and
inspection of standard parts by the aerospace industry and its manufacturers.
This document is valid for standard parts and their assemblies as described in a product standard, if
mentioned therein. This specification can also be applied to other parts when specifically invoked by
the terms of delivery.
Parts/sections of this document are not applicable in cases where the product standard stipulates
requirements that differ from this specification.
- Standard9 pagesEnglish languagee-Library read for1 day
This document specifies the required characteristics for heat-shrinkable semi rigid polyvinylidene identification sleeves for use in aircraft electrical systems at operating temperatures between -55 °C and 225 °C.
This specification is for the characterisation of Identification sleeves only.
This sleeving is a semi rigid tough product and is suitable for use where high temperatures and extreme fluid resistance properties are required.
It is available with a shrink ratio of 2:1.
The product is normally supplied with internal diameters up to 38 mm
The standard colours are white, black or yellow
For use at temperatures above 200 °C black with white or silver ink is recommended
Sizes or colours other than those specifically listed in this standard may be available. These items shall be considered to comply with this document if they comply with the property requirements listed in tables 2 and 3 except for dimensions and mass.
As the sleeving to be tested is a printed article the complete system is to be recorded as part of the evaluation. The sleeve will only be considered as meeting the requirements of this specification if printed with the printer, ribbon/inks and settings referenced within the test report.
Mark adherence and print permanence are determined in this document using method EN 6059-407.
- Standard11 pagesEnglish languagee-Library read for1 day
This document specifies the required characteristics for heat-shrinkable polyolefin identification
sleeving for use in aircraft electrical systems at operating temperatures between −55 °C and 135 °C.
This specification is for the characterisation of identification sleeves only.
This sleeving is flexible and flame retarded, and is available with 2:1 and 3:1 shrink ratios.
The product is normally supplied with internal diameters up to 57 mm.
The standard colours are white or yellow.
Sizes or colours other than those specifically listed in this standard may be available. These items are
considered to comply with this document if they comply with the property requirements listed in tables 3
and 4 except for dimensions and mass.
As the sleeving to be tested is a printed article the complete system is to be recorded as part of the
evaluation. The sleeve will only be considered as meeting the requirements of this document if printed
with the printer, ribbon, inks, and settings referenced within the test report.
Mark adherence and print permanence are determined in this document using method EN 6059-407.
- Standard13 pagesEnglish languagee-Library read for1 day
SIGNIFICANCE AND USE
5.1 Radiographic examination may be used during product and process design optimization, on line process control, after manufacture inspection, and in service inspection. In addition to verifying structural placement, radiographic examination can be used in the case of honeycomb core materials to detect node bonds, core-to-core splices, and core-to-structure splices. Radiographic examination is especially well suited for detecting sub-surface flaws. The general types of defects detected by radiographic examination include blown core, core corrosion, damaged filaments, density variation, entrapped fluid, fiber debonding, fiber misalignment, foreign material, fractures, inclusions, micro-cracks, node bond failure, porosity/voids, and thickness variation.
5.2 Factors that influence image formation and X-ray attenuation in radiographic examination, and which are relevant to interpreting the images for the conditions of interest, should be included in the examination request. Examples include, but not limited to, the following: laminate (matrix and fiber) material, lay-up geometry, fiber volume fraction (flat panels); facing material, core material, facing stack sequence, core geometry (cell size); core density, facing void content, adhesive void content, and facing volume percent reinforcement (sandwich core materials); overall thickness, specimen alignment, and specimen geometry relative to the beam (flat panels and sandwich core materials).
5.3 Information regarding discontinuities that are detectable using radiographic examination methods can be found in Guide E2533.
SCOPE
1.1 This practice is intended to be used as a supplement to Practices E1742, E1255, E2033, and E2698.
1.2 This practice describes procedures for radiographic examination of flat panel composites and sandwich core materials made entirely or in part from fiber-reinforced polymer matrix composites. Radiographic examination is: a) Film Radiography (RT), b) Computed Radiography (CR) with Imaging Plate, c) Digital Radiography (DR) with Digital Detector Array’s (DDA), and d) Radioscopic (RTR) Real Time Radiography with a detection system such as an Image Intensifier. The composite materials under consideration typically contain continuous high modulus fibers (> 20 GPa), such as those listed in 1.4.
1.3 This practice describes established radiographic examination methods that are currently used by industry that have demonstrated utility in quality assurance of flat panel composites and sandwich core materials during product process design and optimization, process control, after manufacture inspection, in service examination, and health monitoring. Additional guidance can be found in E2533, Guide for Nondestructive Testing of Polymer Matrix Composites Used in Aerospace.
1.4 This practice has utility for examination of flat panel composites and sandwich constructions containing, but not limited to, bismaleimide, epoxy, phenolic, poly(amide imide), polybenzimidazole, polyester (thermosetting and thermoplastic), poly(ether ether ketone), poly(ether imide), polyimide (thermosetting and thermoplastic), poly(phenylene sulfide), or polysulfone matrices; and alumina, aramid, boron, carbon, glass, quartz, or silicon carbide fibers. Typical as-fabricated geometries include uniaxial, cross ply and angle ply laminates; as well as honeycomb core sandwich constructions.
1.5 This practice does not specify accept-reject criteria and is not intended to be used as a means for approving flat panel composites or sandwich core materials for service.
1.6 To ensure proper use of the referenced standards, there are recognized nondestructive testing (NDT) specialists that are certified according to industry and company NDT specifications. It is recommended that a NDT specialist be a part of any composite component design, quality assurance, in service maintenance or damage examination.
1.7 This standard does not purport to address a...
- Standard5 pagesEnglish languagesale 15% off
This document specifies the dimensions, masses, the tolerances and the required characteristics of shock mounts with bushes for aerospace interior application and without contamination by phosphate-ester hydraulic fluids.
- Standard19 pagesEnglish languagee-Library read for1 day
This document specifies the required characteristics, inspection and test methods, qualification and acceptance conditions for shock mounts with bushes, designed to withstand static and dynamic loads possible for aerospace interior applications in the temperature range from -55 °C to 85 °C.
- Standard20 pagesEnglish languagee-Library read for1 day
This document specifies the characteristics of adjustable rod-ends with self-aligning double row ball bearing and threaded shank in steel.
They consist of:
- a rod-end comprising:
- either seals or shields;
- an optional longitudinal groove for locking purpose;
- an inner ring with balls.
These rod-ends are intended for use with flight control rods or rods for aerospace structures.
- Standard13 pagesEnglish languagee-Library read for1 day
SCOPE
1.1 This practice is intended to be used to assign part classifications across the aviation industries that use AM to produce parts.
1.2 This practice is applicable to all AM technologies defined in ISO/ASTM 52900 used in aviation.
1.3 This practice is intended to be used to establish a metric for AM parts in downstream documents.
1.4 This practice is not intended to establish criteria for any downstream processes, but rather to establish a metric that these processes can use.
1.5 The part classification metric could be utilized by the engineering, procurement, non-destructive inspection, testing, qualification, or certification processes used for AM aviation parts.
1.6 The classification scheme in this practice establishes a consistent methodology to define and communicate the consequence of failure associated with AM aviation parts.
1.7 This practice is not intended to supersede the requirements and definitions of the applicable regulations or policies, including but not limited to the ones listed in Annex A1.
1.8 Tables A1.1-A1.3 align the existing regulations and guidance with the four part classes established herein. However, this alignment should not be construed as an alignment of the existing regulations to each other.
1.9 The material or process, or both, in general does not affect the consequence of failure of a part, therefore the classification scheme defined in this document may be used outside AM.
1.10 The user of this standard should not assume regulators’ endorsement of this standard as accepted mean of compliance.
1.11 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.
1.12 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.
- Standard8 pagesEnglish languagesale 15% off
This document specifies the required characteristics, inspection and test methods, qualification and acceptance conditions for shock mounts with bushes, designed to withstand static and dynamic loads possible for aerospace interior applications in the temperature range from -55 °C to 85 °C.
- Standard20 pagesEnglish languagee-Library read for1 day
This document specifies the dimensions, masses, the tolerances and the required characteristics of shock mounts with bushes for aerospace interior application and without contamination by phosphate-ester hydraulic fluids.
- Standard19 pagesEnglish languagee-Library read for1 day
The intended users of the “Mechanical shock design and verification handbook” are engineers involved in design, analysis and verification in relation to shock environment in spacecraft. The current know-how relevant to mechanical shock design and verification is documented in this handbook in order to make this expertise available to all European spacecraft and payload developers.
The handbook provides adequate guidelines for shock design and verification; therefore it includes advisory information, recommendations and good practices, rather than requirements.
The handbook covers the shock in its globally, from the derivation of shock input to equipment and sub-systems inside a satellite structure, until its verification to ensure a successful qualification, and including its consequences on equipment and sub-systems. However the following aspects are not treated herein:
- No internal launcher shock is treated in the frame of this handbook even if some aspects are common to those presented hereafter. They are just considered as a shock source (after propagation in the launcher structure) at launcher/spacecraft interface.
- Shocks due to fall of structure or equipment are not taken into account as they are not in the frame of normal development of a spacecraft.
- Technical report540 pagesEnglish languagee-Library read for1 day
This document recommends engineering practices for European programs and projects. It may be cited in contracts and program documents as a reference for guidance to meet specific program/project needs and constraints.
The target users of this handbook are engineers involved in design, analysis and verification of launchers and spacecraft in relation to structural stability issues. The current know‐how is documented in this handbook in order to make this expertise available to all European developers of space systems.
It is a guidelines document; therefore it includes advisory information rather than requirements.
- Technical report462 pagesEnglish languagee-Library read for1 day
This document recommends engineering practices for European programs and projects. It may be cited in contracts and program documents as a reference for guidance to meet specific program/project needs and constraints.
The target users of this handbook are engineers involved in design, analysis and verification of spacecraft and payloads in relation to general structural loads analysis issues. The current know‐how is documented in this handbook in order to make this expertise available to all European developers of space systems.
It is a guidelines document; therefore it includes advisory information rather than requirements.
- Technical report502 pagesEnglish languagee-Library read for1 day
This document specifies the required characteristics, inspection and test methods, qualification and acceptance conditions for a spherical plain bearing in corrosion resisting steel, with self-lubricating liner, for elevated loads at ambient temperature intended for use in fixed or moving parts of the aircraft structure and control mechanisms.
This document applies whenever referenced.
- Standard43 pagesEnglish languagee-Library read for1 day
SIGNIFICANCE AND USE
5.1 Transparent parts, such as aircraft windshields, canopies, cabin windows, and visors, shall be measured for compliance with optical distortion specifications using this test method. This test method is suitable for assessing optical distortion of transparent parts as it relates to the visual perception of distortion. It is not suitable for assessing distortion as it relates to pure angular deviation of light as it passes through the part. Either Test Method F801 or Practice F733 is appropriate and shall be used for this latter application. This test method is not recommended for raw material.
SCOPE
1.1 When an observer looks through an aerospace transparency, relative optical distortion results, specifically in thick, highly angled, multilayered plastic parts. Distortion occurs in all transparencies but is especially critical to aerospace applications such as combat and commercial aircraft windscreens, canopies, or cabin windows. This is especially true during operations such as takeoff, landing, and aerial refueling. It is critical to be able to quantify optical distortion for procurement activities.
1.2 This test method covers the apparatus and procedures that are suitable for measuring the grid line slope (GLS) of transparent parts, including those that are small or large, thin or thick, flat or curved, or already installed. This test method is not recommended for raw material.
1.3 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.
1.3.1 Exception—The values given in parentheses are for information only.
1.4 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.
1.5 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.
- Standard6 pagesEnglish languagesale 15% off
This document specifies the characteristics of a bearing, spherical plain in corrosion resisting steel with self-lubricating liner, wide series for aerospace applications.
These bearings are not intended for use of moving parts especially for control mechanism and operating system. They shall be used in the temperature range -55 °C to 163 °C.
- Standard14 pagesEnglish languagee-Library read for1 day
This document specifies the characteristics of a bearing, spherical plain in corrosion resisting steel with self-lubricating liner, narrow series for aerospace applications.
These bearings are not intended for use of moving parts especially for control mechanisms and operating systems. They shall be used in the temperature range -55 °C to 163 °C.
- Standard14 pagesEnglish languagee-Library read for1 day
This document specifies the required characteristics, inspection and test methods, qualification and acceptance conditions for a spherical plain bearing in corrosion resisting steel, with self-lubricating liner, for elevated loads at ambient temperature intended for use in fixed or moving parts of the aircraft structure and control mechanisms.
This document applies whenever referenced.
- Standard43 pagesEnglish languagee-Library read for1 day
This document specifies the characteristics of a bearing, spherical plain in corrosion resisting steel with self-lubricating liner, narrow series for aerospace applications.
These bearings are not intended for use of moving parts especially for control mechanisms and operating systems. They shall be used in the temperature range -55 °C to 163 °C.
- Standard14 pagesEnglish languagee-Library read for1 day
This document specifies the characteristics of a bearing, spherical plain in corrosion resisting steel with self-lubricating liner, wide series for aerospace applications.
These bearings are not intended for use of moving parts especially for control mechanism and operating system. They shall be used in the temperature range -55 °C to 163 °C.
- Standard14 pagesEnglish languagee-Library read for1 day
This document specifies the required characteristics, inspections and tests, quality assurance, conditions for qualification, acceptance and delivery of rod-ends with self-aligning bearings metal to metal designed to withstand slight swivelling under load. They are intended for use in fixed or moving parts of the aircraft structure and their control mechanisms.
This document applies to all rod-ends with self-aligning bearings metal to metal. It may be applied when referred to in a product standard or in a design specification.
- Standard22 pagesEnglish languagee-Library read for1 day
This document specifies the characteristics of adjustable rod ends with self-aligning double row ball bearing with reduced internal radial clearance and threaded shank in corrosion resisting steel, designed to withstand only slow rotations and oscillations under load.
They consist of:
- a rod end comprising:
- circumferential groove to identify location;
- either seals or shields;
- an optional longitudinal groove for locking purpose;
- an inner ring with balls.
These rod ends are intended for use with flight control rods or rods for aerospace structures.
They are intended to be used in the temperature range: −54 °C to 150 °C.
However, being lubricated with the following greases:
- very high pressure grease, ester type (code A), operational range −73 °C to 121 °C; or
- very high pressure grease, synthetic hydrocarbons, general purpose (code B), operational range −54 °C to 177 °C (see EN 2067);
their field of application when lubricated with code A grease is limited to 121 °C.
- Standard11 pagesEnglish languagee-Library read for1 day
This document specifies the characteristics of adjustable rod ends with self-aligning double row ball bearing in corrosion resisting steel with reduced internal radial clearance and threaded shank in titanium alloy, designed to withstand only slow rotations and oscillations under load.
They consist of:
- a rod end comprising:
- circumferential groove to confirm that the assembled rod-end is "in safety" emphasized with the application of red paint;
- either seals or shields;
- an optional longitudinal groove for locking purpose;
- an inner ring with balls.
These rod ends are intended for use with flight control rods or rods for aerospace structures.
They are intended to be used in the temperature range: −54 °C to 150 °C.
However, being lubricated with the following greases:
- very high pressure grease, ester type (code A), operational range −73 °C to 121 °C; or
- very high pressure grease, synthetic hydrocarbons, general purpose (code B), operational range −54 °C to 177 °C (see EN 2067);
their field of application when lubricated with code A grease is limited to 121 °C.
- Standard11 pagesEnglish languagee-Library read for1 day
SIGNIFICANCE AND USE
5.1 One of the measures of optical quality of a transparent part is its angular deviation. It is possible that excessive angular deviation, or variations in angular deviation throughout the part, will result in visible distortion of scenes viewed through the part. Angular deviation, its detection, and quantification are of extreme importance in the area of certain aircraft transparency applications, that is, aircraft equipped with Heads-up Displays (HUD). It is possible that HUDs will require stringent control over the optics of the portion of the transparency (windscreen or canopy) which lies between the HUD combining glass and the external environment. Military aircraft equipped with HUDs or similar devices require precise knowledge of the effects of the windscreen or canopy on image position in order to maintain weapons aiming accuracy.
5.2 Two optical parameters have the effect of changing image position. The first, lateral displacement, is inherent in any transparency which is tilted with respect to the line of sight. The effect of lateral displacement is constant over distance, and seldom exceeds a fraction of an inch. The second parameter, angular deviation, is usually caused by a wedginess or nonparallelism of the transparency surfaces. The effect of angular deviation is related to the tangent of the angle of deviation, thus the magnitude of the image position displacement increases as does the distance between image and transparency. The quantification of angular deviation is then the more critical of the two parameters. Both parameters are illustrated in Fig. X1.1.
SCOPE
1.1 This test method covers measuring the angular deviation of a light ray imposed by transparent parts such as aircraft windscreens and canopies. The results are uncontaminated by the effects of lateral displacement, and it is possible to perform the procedure in a relatively short optical path length. This is not intended as a referee standard. It is one convenient method for measuring angular deviations through transparent windows.
1.2 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.
1.3 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.
- Standard9 pagesEnglish languagesale 15% off
- Standard9 pagesEnglish languagesale 15% off
This European standard specifies the characteristics of adjustable rod-ends consisting of:
- a spherical plain bearing, metal to metal, in corrosion resisting steel, wide series (EN 4265)
- a rod end with internal threaded shank
They are intended for use in fixed or moving parts of the aircraft structure and their control mechanisms
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This document specifies the required characteristics, inspections and tests, quality assurance, conditions for qualification, acceptance and delivery of rod-ends with self-aligning bearings metal to metal designed to withstand slight swivelling under load. They are intended for use in fixed or moving parts of the aircraft structure and their control mechanisms.
This document applies to all rod-ends with self-aligning bearings metal to metal. It may be applied when referred to in a product standard or in a design specification.
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This document specifies the characteristics of adjustable rod ends with self-aligning double row ball bearing in corrosion resisting steel with reduced internal radial clearance and threaded shank in titanium alloy, designed to withstand only slow rotations and oscillations under load.
They consist of:
- a rod end comprising:
- circumferential groove to confirm that the assembled rod-end is "in safety" emphasized with the application of red paint;
- either seals or shields;
- an optional longitudinal groove for locking purpose;
- an inner ring with balls.
These rod ends are intended for use with flight control rods or rods for aerospace structures.
They are intended to be used in the temperature range: −54 °C to 150 °C.
However, being lubricated with the following greases:
- very high pressure grease, ester type (code A), operational range −73 °C to 121 °C; or
- very high pressure grease, synthetic hydrocarbons, general purpose (code B), operational range −54 °C to 177 °C (see EN 2067);
their field of application when lubricated with code A grease is limited to 121 °C.
- Standard11 pagesEnglish languagee-Library read for1 day
This document specifies the characteristics of adjustable rod ends with self-aligning double row ball bearing with reduced internal radial clearance and threaded shank in corrosion resisting steel, designed to withstand only slow rotations and oscillations under load.
They consist of:
- a rod end comprising:
- circumferential groove to identify location;
- either seals or shields;
- an optional longitudinal groove for locking purpose;
- an inner ring with balls.
These rod ends are intended for use with flight control rods or rods for aerospace structures.
They are intended to be used in the temperature range: −54 °C to 150 °C.
However, being lubricated with the following greases:
- very high pressure grease, ester type (code A), operational range −73 °C to 121 °C; or
- very high pressure grease, synthetic hydrocarbons, general purpose (code B), operational range −54 °C to 177 °C (see EN 2067);
their field of application when lubricated with code A grease is limited to 121 °C.
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SIGNIFICANCE AND USE
5.1 Typically, FT is used to identify flaws that occur in the manufacture of composite structures, or to identify and track flaws that develop during the service lifetime of the structure. Flaws detected with FT include delamination, disbonds, voids, inclusions, foreign object debris, porosity, or the presence of fluid that is in contact with the backside of the inspection surface. For example, the effect of variable ply number (or thickness), bridging, and an insert simulating delamination on heat flow into a composite is shown in Fig. 1 (left). Bridging (Fig. 1, right) or delaminated areas show up as hot spots due to discontinuous heat flow, causing heating to be localized close to the inspection surface. With dedicated signal processing and the use of representative test samples, characterization of flaw depth and size, or measurement of component thickness and thermal diffusivity, may be performed.
FIG. 1 Variation of Heat Flow Into a Composite With Variable Ply Thickness (Scenarios 1, 3, and 4), Bridging (Scenario 2) And an Insert (Scenario 5) (Left), And a Post Layup Line Scan Showing Bright Spots Attributed to Bridging (Right) (Courtesy of NASA Langley Research Center)
5.2 Since FT is based on the diffusion of thermal energy from the inspection surface of the specimen to the opposing surface (or the depth plane of interest), the practice requires that data acquisition allows sufficient time for this process to occur, and that at the completion of the acquisition process, the radiated surface temperature signal collected by the IR camera is strong enough to be distinguished from spurious IR contributions from background sources or system noise.
5.3 This method is based on accurate detection of changes in the emitted IR energy emanating from the inspection surface during the cooling process. As the emissivity of the inspection surface falls below that of an ideal blackbody (blackbody emissivity = 1), the signal detected by the IR camera may include comp...
SCOPE
1.1 This practice describes a procedure for detecting subsurface flaws in composite panels and repair patches using Flash Thermography (FT), in which an infrared (IR) camera is used to detect anomalous cooling behavior of a sample surface after it has been heated with a spatially uniform light pulse from a flash lamp array.
1.2 This practice describes established FT test methods that are currently used by industry, and have demonstrated utility in quality assurance of composite structures during post-manufacturing and in-service examinations.
1.3 This practice has utility for testing of polymer composite panels and repair patches containing, but not limited to, bismaleimide, epoxy, phenolic, poly(amide imide), polybenzimidazole, polyester (thermosetting and thermoplastic), poly(ether ether ketone), poly(ether imide), polyimide (thermosetting and thermoplastic), poly(phenylene sulfide), or polysulfone matrices; and alumina, aramid, boron, carbon, glass, quartz, or silicon carbide fibers. Typical as-fabricated geometries include uniaxial, cross ply, and angle ply laminates; as well as honeycomb core sandwich core materials.
1.4 This practice has utility for testing of ceramic matrix composite panels containing, but not limited to, silicon carbide, silicon nitride, and carbon matrix and fibers.
1.5 This practice applies to polymer or ceramic matrix composite structures with inspection surfaces that are sufficiently optically opaque to absorb incident light, and that have sufficient emissivity to allow monitoring of the surface temperature with an IR camera. Excessively thick samples, or samples with low thermal diffusivities, require long acquisition periods and yield weak signals approaching background and noise levels, and may be impractical for this technique.
1.6 This practice applies to detection of flaws in a composite panel or repair patch, or at the bonded interface between the panel and a supporting ...
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SIGNIFICANCE AND USE
4.1 This standard practice provides one means for determining fatigue load spectra for aeroplane durability assessments. This information can be used in conjunction with Specification F3115/F3115M, Section 5, Load Considerations.
4.1.1 Users of this practice may propose alternate spectra, subject to the approval of their CAA.
4.2 The methods are applicable to the durability evaluation of wings of small aeroplanes. Additional calculation (such as methods noted in ACE-100-01) are needed to properly develop load spectra for fatigue evaluation of empennage and/or configurations with canards (or forward wings) and/or winglets (or tip fins), fuselage, and potentially other components, with approval from appropriate regulatory agency.
4.3 Much of the material presented herein is directly taken from AC 23-13A. The FAA developed the flight load spectra, presented herein, based on a statistical analysis of the data presented in DOT/FAA/CT-91/20. The ground load spectra are directly from AFS-120-73-2.
4.4 The flight load spectra, presented in Section 7, includes an adjustment (1.5 standard deviations) to the average measured load frequency. The adjustment accounts for the variability in the loading spectra experienced by individual aeroplanes, as well as across aeroplane types. The magnitude of the adjustment was selected to maintain the probability that a component will reach its safe-life without a detectable fatigue crack established by scatter factor (see paragraph 2–15 of AC 23-13A).
SCOPE
1.1 This practice provides data to develop simplified loading spectra that can be used to perform structural durability analysis for aeroplanes, specifically for wings of small aeroplanes. The material was developed through open consensus of international experts in general aviation. The information was created by focusing on Level 1, 2, 3, and 4 Normal Category aeroplanes. The content may be more broadly applicable; it is the responsibility of the applicant to substantiate broader applicability as a specific means of compliance.
1.2 An applicant intending to propose this information as Means of Compliance for a design approval must seek guidance from their respective oversight authority (for example, published guidance from applicable civil aviation authorities, or CAAs) concerning the acceptable use and application thereof. For information on which oversight authorities have accepted this standard (whole or in part) as an acceptable Means of Compliance to their regulatory requirements (hereinafter “the Rules”), refer to the ASTM Committee F44 web page (www.astm.org/COMMITTEE/F44.htm).
1.3 The values stated in inch-pound units are to be regarded as standard. No other units of measurement are included in this standard.
1.4 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.
1.5 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.
- Standard35 pagesEnglish languagesale 15% off
This European standard specifies the characteristics of adjustable rod-ends consisting of:
- a spherical plain bearing, metal to metal, in corrosion resisting steel, wide series (EN 4265)
- a rod end with internal threaded shank
They are intended for use in fixed or moving parts of the aircraft structure and their control mechanisms
- Standard15 pagesEnglish languagee-Library read for1 day
This European standard specifies the characteristics of inch based spherical plain bearing, metal to metal, in corrosion resisting steel, narrow series.
They are intended for use in fixed or moving parts of the aircraft structure and their control mechanisms.
They shall be used in the temperature range as determined by the grease capability as below:
- code A: grease as per MIL PRF 23827 Type I, operating temperature range −73 °C to 121 °C;
- code B: grease as per MIL PRF 81322, operating temperature range −54 °C to 177 °C.
The range of application for bearings lubricated with grease per code A is limited to 121 °C.
In both cases the spherical surface of the outer or inner ring have to be provided with a dry film lubricant as per MIL PRF 46010 or equivalent (anti seizing protection).
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SIGNIFICANCE AND USE
4.1 The safety margins provided in the design for a component or structure can be reduced throughout its service life by aging. Aging is the process by which the physical and mechanical characteristics of component or structure materials change with time or use; this process may proceed by a single aging mechanism or a combination of several aging mechanisms.
4.2 The term “safety margin” is used in a broad sense, meaning the safety state (that is, integrity and functional capability) of components in excess of their normal operational requirements (1).3
4.3 The determination of mechanical properties such as yield strength, tensile strength, and ductile-to-brittle transition temperature of structural components is, hence, desirable for optimization of operating procedures and inspection intervals, as well as repair strategies and residual lifetime assessment. Current standardized mechanical tests require relatively large volumes of test material that cannot be extracted from in-service equipment without post-sampling removal repair (2).
4.4 The need to obtain estimates of the mechanical properties of components without post-sampling removal repair has led to the development of small punch (SP) test techniques based on penetration/bulge tests of miniaturized test specimens (often disk-shaped, or square) (3, 4, 5). It can be considered as a quasi-nondestructive technique because of the very limited amount of material to be sampled. It is an efficient and cost-effective technique and has the potential to provide estimates of the material properties of the specific component, identifying the present state of damage and focusing on the most critical (most stressed, most damaged) locations in the component. Examples of empirical correlations that have been established between small punch test results and mechanical properties for specific classes of materials are provided in Appendix X1.
4.5 This test method can be also used for identifying the most suitable ma...
SCOPE
1.1 This test method covers procedures for conducting the small punch deformation test for metallic materials. The results can be used to derive estimates of yield and tensile strength up to 450 °C, and estimates of the ductile-to-brittle transition temperature from the results of small punch bulge tests in the temperature range from -193 °C to 350 °C for iron based materials or 0.4 Tm for other metallic materials, where Tm is their melting temperature in K.
1.2 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.
1.3 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.
1.4 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.
- Standard12 pagesEnglish languagesale 15% off
This European standard specifies the characteristics of spherical plain bearing in corrosion resistant steel, with self-lubricating liner, wide series, elevated load under low oscillations applications.
They shall be used in the temperature range −55 °C to 163 °C.
- Standard11 pagesEnglish languagee-Library read for1 day
This European standard specifies the characteristics of spherical plain bearings in corrosion resisting steel with self-lubricating liner, low starting torque and low friction coefficient, elevated duty cycles under low oscillations at different operating conditions, narrow series for aerospace applications.
These self-lubricating spherical plain bearings are intended for use in fixed or moving parts of the aircraft structure especially for control mechanism and operating systems. The bearings are designed to be subjected under low dynamic radial loads and slow rotations in the temperature range of −55°C to 120 °C (−67°F to 248 °F).
- Standard15 pagesEnglish languagee-Library read for1 day
This European Standard specifies the characteristics of spherical plain bearings in corrosion resisting steel with self-lubricating liner, low starting torque and low friction coefficient, elevated duty cycles under low oscillations at different operating conditions, wide series for aerospace applications.
These self-lubricating spherical plain bearings are intended for use in fixed or moving parts of the aircraft structure especially for control mechanism and operating systems. The bearings are designed to be subjected under low dynamic radial loads and slow rotations in the temperature range of −55°C to 120 °C (−67 °F to 248 °F).
- Standard14 pagesEnglish languagee-Library read for1 day
This European Standard specifies the required characteristics, inspection and test methods, qualification and acceptance conditions for spherical plain bearings in corrosion resisting steel with self-lubricating liner, low starting torque and low friction coefficient, elevated duty cycles under low oscillations at different operating conditions.
This standard applies whenever referenced.
These self-lubricating spherical plain bearings are intended for use in fixed or moving parts of the aircraft structure especially for control mechanism and operating systems. The bearings are designed subjected under low dynamic radial loads and slow rotations in the temperature range of −55 °C to 120 °C (−67 °F to 248 °F).
The liner may be of a fabric or composite material bonded to the inside diameter of the outer ring or in a composite material moulded into a pre-formed cavity between the inner and outer rings.
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