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ASTM F2448-04(2009)

(Practice)

Standard Practice for Manufacturer Quality Assurance System for Weight-Shift-Control Aircraft (Withdrawn 2014)

Standard Practice for Manufacturer Quality Assurance System for Weight-Shift-Control Aircraft (Withdrawn 2014)

SIGNIFICANCE AND USE
The purpose of this practice is to provide the minimum requirements necessary for the establishment of a written quality assurance program for a light sport aircraft manufacturer, or component supplier.
If final assembly is completed outside of the main production facility, the manufacturer shall specify the required procedures and what persons are authorized to perform them.
SCOPE
1.1 This practice covers minimum requirements for a quality assurance program for weight-shift-control aircraft.
1.2 This practice applies to weight-shift-control aircraft seeking civil aviation authority approval, in the form of flight certificates, flight permits, or other like documentation.  
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 and health practices and determine the applicability of regulatory limitations prior to use.
WITHDRAWN RATIONALE
This practice covers minimum requirements for a quality assurance program for weight-shift-control aircraft.
Formerly under the jurisdiction of Committee F37 on Light Sport Aircraft, this practice was withdrawn in November 2014 and replaced by Specification  on Light Sport Aircraft Manufacturer’s Quality Assurance System.
For referenced ASTM standards, visit the ASTM website, www.astm.org, or contact ASTM Customer Service at service@astm.org. For Annual Book of ASTM Standards volume information, refer to the standard's Document Summary page on the ASTM website.

General Information

Status
Withdrawn
Publication Date
30-Jun-2009
ICS
49.020 - Aircraft and space vehicles in general
Technical Committee
F37 - Light Sport Aircraft
Drafting Committee
F37.40 - Weight Shift
Current Stage
Ref Project

Relations

Replaces
ASTM F2448-04(2007) - Standard Practice for Manufacturer Quality Assurance System for Weight-Shift-Control Aircraft
Effective Date
01-Jul-2009
Replaced By
ASTM F2972-15 - Standard Specification for Light Sport Aircraft Manufacturer’s Quality Assurance System (Withdrawn 2024)
Effective Date
18-Nov-2014

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ASTM F2448-04(2009) - Standard Practice for Manufacturer Quality Assurance System for Weight-Shift-Control Aircraft (Withdrawn 2014)ASTM F2448-04(2009) - Standard Practice for Manufacturer Quality Assurance System for Weight-Shift-Control Aircraft (Withdrawn 2014)
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ASTM F2448-04(2009) - Standard Practice for Manufacturer Quality Assurance System for Weight-Shift-Control Aircraft (Withdrawn 2014)
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Standards Content (Sample)


NOTICE: This standard has either been superseded and replaced by a new version or withdrawn.
Contact ASTM International (www.astm.org) for the latest information
Designation: F2448 − 04(Reapproved 2009)
Standard Practice for
Manufacturer Quality Assurance System for Weight-Shift-
Control Aircraft
This standard is issued under the fixed designation F2448; the number immediately following the designation indicates the year of
original adoption or, in the case of revision, the year of last revision. A number in parentheses indicates the year of last reapproval. A
superscript epsilon (´) indicates an editorial change since the last revision or reapproval.
1. Scope 3.2.2 This procedure shall provide the purchasing agent
with all of the information required to order appropriate
1.1 This practice covers minimum requirements for a qual-
material.
ity assurance program for weight-shift-control aircraft.
3.2.3 Awritten receiving procedure shall be in effect so that
1.2 This practice applies to weight-shift-control aircraft
incoming material and components are checked against the
seeking civil aviation authority approval, in the form of flight
purchasing specifications.
certificates, flight permits, or other like documentation.
3.2.4 A written procedure shall be in effect so that material
1.3 This standard does not purport to address all of the in stock can be properly identified for future use.
safety concerns, if any, associated with its use. It is the
3.2.5 Documentation on any material, process, or compo-
responsibility of the user of this standard to establish appro- nents certified shall be filed for reference.
priate safety and health practices and determine the applica-
4. Inspection
bility of regulatory limitations prior to use.
4.1 Awritten procedure shall be in effect so that appropriate
2. Significance and Use
inspections are made on manufactured parts and subassemblies
for conformance with engineering specifications.
2.1 The purpose of this practice is to provide the minimum
requirements necessary for the establishment of a written
4.2 Awritten procedure shall be in effect so that appropriate
quality assurance program for a light sport aircraft
inspections are made on purchased components.
manufacturer, or component supplier.
4.3 A written procedure shall be in effect so that completed
2.2 If final assembly is completed outside of the main
units are inspected prior to delivery.
production facility, the manufacturer shall specify the required
4.4 Nonconforming components shall be identified and
procedures and what persons are authorized to perform them.
evaluated for disposition as follows:
4.4.1 A component not suitable for use shall be altered or
3. Materials and Manufacture
disposed of to avoid accidental use.
3.1 Drawing Control Procedure—A written procedure shall
4.4.2 Reworked components shall be re-inspected in ac
...

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4.1 The purpose of this practice is to provide the minimum requirements necessary for the establishment of a production acceptance program for a manufacturer of light sport aircraft.  
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1.3 Airframe emergency parachute recovery systems have become an acceptable means of greatly reducing the likelihood of serious injury or death in an in-flight emergency. Even though they have saved hundreds of lives in many different types of conditions, inherent danger of failure, even if properly designed, manufactured and installed, remains due to the countless permutations of random variables (attitude, altitude, accelerations, airspeed, weight, geographic location, etc.) that may exist at time of usage. The combination of these variables may negatively influence the life saving function of these airframe emergency parachute systems. They are designed to be a supplemental safety device and to be used at the discretion of the pilot when deemed to provide the best chance of survivability.  
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