ASTM F2930-16e1

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.
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Designation: F2930 − 16
Standard Guide for
Compliance with Light Sport Aircraft Standards
This standard is issued under the fixed designation F2930; 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.
ε NOTE—Editorially reformatted Table 2 in August 2018.
1. Scope Maintenance Manuals for Light Sport Aircraft
F2746 Specification for Pilot’s Operating Handbook (POH)
1.1 This document provides guidance to assist manufactur-
for Light Sport Airplane
ers in understanding and meeting ASTM standards for light
F2839 Practice for Compliance Audits to ASTM Standards
sport aircraft. This guidance material presents philosophies,
on Light Sport Aircraft
practices and considerations recommended by industry
F2972 Specification for Light SportAircraft Manufacturer’s
consensus, but does not present technical or business require-
Quality Assurance System
ments that must be met.
F3035 Practice for Production Acceptance in the Manufac-
1.2 It is the intent of this guide to provide processes to be
ture of a Fixed Wing Light Sport Aircraft
considered by organizations looking to develop or improve
F3060 Terminology for Aircraft
objective evidence of compliance for light sport aircraft. It
2.2 FAA Standards:
does not attempt to identify all of the standards, regulations or
FAA Advisory Circular No. 23.629-1B Means of Compli-
other requirements that may be applicable to a given aircraft,
ance with Title 14 CFR, Part 23, Section 23.629, Flutter
production or testing process.
FAA JASC (Joint Aircraft System/Component) Codes
1.3 This standard does not purport to address all of the
2.3 Other References:
safety concerns, if any, associated with its use. It is the
ATA (Air Transport Association) Spec 100, or the newer
responsibility of the user of this standard to establish appro-
iSpec 2200—Information Standards for Aviation Mainte-
priate safety, health, and environmental practices and deter-
nance
mine the applicability of regulatory limitations prior to use.
MetallicMaterialsPropertiesDevelopmentandStandardiza-
1.4 This international standard was developed in accor-
tion (MMPDS, formerly MIL-HDBK-5)
dance with internationally recognized principles on standard-
CMH-17 (formerly MIL-HDBK-17) for composite material
ization established in the Decision on Principles for the
properties
Development of International Standards, Guides and Recom-
CICTT (Commercial Aviation Safety Team/International
mendations issued by the World Trade Organization Technical
Civil Aviation Organization Common Taxonomy
Barriers to Trade (TBT) Committee.
Team) International Standard for Aircraft Make, Model,
and Series Groupings – Business Rules, October 2012
2. Referenced Documents
(1.3)
2.1 ASTM Standards:
F2245 Specification for Design and Performance of a Light
3. Terminology
Sport Airplane
3.1 The following are a selection of relevant terms. See
F2295 Practice for Continued Operational Safety Monitor-
Terminology F3060 for more definitions and abbreviations.
ing of a Light Sport Aircraft
F2483 Practice for Maintenance and the Development of 3.2 Definitions:
3.2.1 compliance package—a set of documents which pro-
vides objective, verifiable evidence for compliance to appli-
cable ASTM standards.
This guide is under the jurisdiction of ASTM Committee F37 on Light Sport
Aircraft and is the direct responsibility of Subcommittee F37.70 on Cross Cutting.
CurrenteditionapprovedJune1,2016.PublishedJuly2016.Originallyapproved
in 2012. Last previous edition approved in 2015 as F2930 – 15. DOI: 10.1520/
F2930-16E01. Available from Federal Aviation Administration (FAA), 800 Independence
For referenced ASTM standards, visit the ASTM website, www.astm.org, or Ave., SW, Washington, DC 20591, http://www.faa.gov.
contact ASTM Customer Service at service@astm.org. For Annual Book of ASTM Available from http://www.airlines.org.
Standards volume information, refer to the standard’s Document Summary page on Available from http://www.everyspec.com.
the ASTM website. Available from http://intlaviationstandards.org.
Copyright © ASTM International, 100 Barr Harbor Drive, PO Box C700, West Conshohocken, PA 19428-2959. United States
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F2930 − 16
3.2.2 compliance program—a set of activities planned for, 3.3.10 MCCL—Master Compliance Check List
executed, and for which results are reviewed against ASTM
3.3.11 MOC—Means of Compliance
standards for the purpose of declaring compliance to a particu-
3.3.12 MTS—Made to Spec
lar standard.
3.3.13 NHA—Next Higher Assembly
3.2.2.1 Discussion—The program may be short and simple
or extensive and comprehensive, depending on the standard or 3.3.14 OEM—Original Equipment Manufacturer
purpose of the program (for example, initial design versus
3.3.15 POH—Pilot Operating Handbook (aka AFM, Air-
modification).
craft Flight Manual; aka AOI, Aircraft Operating Instructions)
3.2.3 continued compliance activity—work that is con-
3.3.16 QA—Quality Assurance
ducted as part of the ongoing support and production of an
3.3.17 QAM—Quality Assurance Manual
aircraft following the initial design definition and statement of
3.3.18 QAP—Quality Assurance Program
compliance.
3.3.19 QAR—Quality Assurance Record
3.2.4 control drawing—discloses engineering form, fit,
3.3.20 QC—Quality Control
function, and performance requirements for the acquisition of
purchased items of existing designs, or of items specially
3.3.21 UM—Unit of Measure
developed by vendors.
4. Significance and Use
3.2.4.1 Discussion—A control drawing facilitates accurate
procurement of vendor-developed items without disclosing
4.1 This guide provides some major themes and examples
details of designs or divulging proprietary vendor data.
for consideration related to compliance which are not neces-
3.2.5 date of manufacture—possible dates include, but are sarily captured in any single standard pertinent to light sport
not limited to, the date of initial registration in the relevant aircraft. The outline of this document is intended to loosely
country of first registry of the individual aircraft, the date of reflect the process that an organization would go through in
initial airworthiness certification, the date of the signature of a order to reach and maintain production of a light sport aircraft
statement of compliance, or other date as defined by the that is demonstrably compliant with the applicable ASTM
applicable CAA. standards.
4.2 These considerations are applicable to manufacturers
3.2.5.1 Discussion—It is important for the manufacturer to
which are responsible for conformity to processes and proce-
correctlyidentifythisdateasitdetermineswhichstandardsand
dures required in ASTM standards for light sport aircraft.
which revisions thereof are applicable to each individual
Manufacturers are encouraged to think through the contents of
aircraft.
this guide, reference the ASTM light sport aircraft standards,
3.2.6 declaration of compliance—the official statement by a
establish, document and follow their own procedures.
manufacturer that an aircraft meets the applicable light sport
aircraft standards as specified by the relevant CAA.
4.3 Manufacturers are responsible for determining which
standards and revisions thereof are part of the regulatory
3.2.7 manufacturer—any entity engaged in the production
package of any given CAA, along with any other requirements
of a light sport aircraft which is responsible for completing all
applicable within the agency’s jurisdiction.
compliance-related paperwork and assertions of compliance.
3.2.7.1 Discussion—The manufacturer is also responsible
4.4 Following this guide does not ensure compliance of a
for identifying each aircraft produced; for stating that each
particular light sport aircraft; however, following the explana-
aircraftcomplieswiththeapplicablerequirements,conformsto
tions provided herein should assist manufacturers in avoiding
its own design definition and has performed acceptably on all
common pitfalls of declaring compliance prematurely, deter-
necessary ground and flight testing; and for continued moni-
mining shortcomings in current declarations of compliance,
toring and correction of safety-of-flight issues.
and maintaining a body of documentation sufficient to support
a declaration of compliance.
3.3 Acronyms:
3.3.1 AMM—Aircraft Maintenance Manual
5. Key Themes
3.3.2 BOM—Bill of Materials
5.1 The following key concepts are essential to the compli-
3.3.3 CAA—Civil Aviation Authority
ance process and can be seen throughout this guide. Manufac-
turers are encouraged to keep these themes in mind.
3.3.4 CAD/CAM—Computer Aided Design/Computer
Aided Manufacturing
5.2 Configuration Control—Over the course of the develop-
ment or compliance program, or both, the configuration should
3.3.5 COS/COSM—Continued Operational Safety/
be captured such that the specifics of the compliant design are
Monitoring
characterized, traceable, and documented. This includes ele-
3.3.6 COTS—Commercial Off-The-Shelf
ments such as definition, source, specifications, and a system
3.3.7 FTS—Flight Training Supplement
for managing configuration.
3.3.8 IPB—Illustrated Parts Breakdown (aka IPC, Inte-
5.3 Change Management—Changes come about from a
grated Parts Catalogue, Illustrated Parts Catalog)
variety of sources: changes for improvements to a design, as a
3.3.9 LSA—Light Sport Aircraft resultofsafetyofflightissues,orinresponsetoachangeinthe
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standardsthemselves.Allchangesmustbemanagedinorderto sible for defining, executing and evaluating their own pro-
maintaincompliancetotheapplicablestandardsthroughoutthe cesses for both initial and ongoing compliance.
product’s lifecycle. Failure to manage and track changes will
NOTE 1—While Fig. 2 ends with signing a statement of compliance for
result in non-compliance.
a production aircraft, each aircraft produced does require its own
statement of compliance and must comply with the set of standards that
5.4 Documentation—The implementation of the consensus
are currently in effect at the date of manufacture.
standards within a certification process depends on compliance
6.2 Personnel Certification—A key aspect of the compli-
which is not merely declared, but also verifiable and repeat-
ance process is ensuring that those responsible for determining
able. If compliance is not documented, it cannot be assumed.
compliance within the manufacturer’s organization are appro-
Thorough documentation is essential for providing traceability,
priatelytrainedandqualifiedtodoso.Thisistrueregardlessof
supporting compliance and certification activities, and facili-
the level of CAAoversight applied to the certification process.
tating design control. The manufacturer must be able to fully
While it is not the intent of this Guide to mandate training or
account for all activity pertaining to the applicable require-
a particular training course, Manufacturers should be aware of
mentsassociatedwiththeaircraft.Inaddition,anyassumptions
any such requirements that the relevant CivilAviationAgency
that are relied upon as part of the design or production process
in the county of first registry of the aircraft may, if desired,
should also be thoroughly documented. For parameters that are
impose that mandate training or define limitations of validity
subject to variation, documentation of the sensitivity of aircraft
and requirements for recurrent training.The scope discussed in
performance or conformity to those parameters is also highly
6.2.1 is intended to be representative of what one might expect
recommended.
to see in an appropriate training course.
5.5 Plan, Execute, Evaluate, Record (PEER):
6.2.1 TrainingScope—Thetrainingisintendedtoverifythat
5.5.1 Plan—A systematic plan that covers all elements of
graduates are able to understand and determine whether an
compliance,fromanoverallsystemfordocumentmanagement
aircraftdesignandthemanufacturer’soperationsandprocesses
anddesigndefinitiontomaintenanceandcontinuedoperational
meet the requirements set forth in the ASTM standards for
support, should be established at the beginning of any
Light Sport Aircraft as well as the relevant regulatory frame-
compliance-related effort. It should include a process for
work. The training aims to provide education on the relevant
documenting results to be used as a means of checks and
standards, how they are used, and best practices to help
balances. The plan should cover all phases of product
minimize potential negative actions by the applicable CAA
development, manufacture, and support. Reliance on fleet
through robust demonstration of compliance. To achieve this,
experienceoranecdotalinformationforanexistingdesigndoes
the training provides understanding of:
not generally meet the minimum requirements for this plan.
6.2.1.1 How to assess whether there is adequate substantia-
Processesthatarecapableofprovidingtraceabilityandsupport
tion to show compliance to the applicable standards set forth in
proof of compliance as needed should be implemented within
the ASTM standards for light aircraft;
each phase.
6.2.1.2 The requirements to obtain LSAcertification, inclu-
5.5.2 Execute—Systematic execution to the plan with thor-
sive of design, performance, quality, and continued operational
ough documentation is essential to future declarations of
safety;
compliance. If documentation is not sufficient, either from
6.2.1.3 Thevariousmaterialsthatmustbeprovidedwiththe
newly conducted design or test exercise, or from potentially
sale of an ASTM compliant aircraft; and
relevant fleet experience, the manufacturer may have to redo
6.2.1.4 The responsibilities and duties of anASTM compli-
testing or analysis.
ant aircraft manufacturer.
5.5.3 Evaluate—Appropriateevaluationofresultsinlightof
6.2.1.5 Additionally, training is desirable to enhance under-
each individual requirement and use of planned checks and
standing in complying with specific design, production, and
balances is critical. Standards are written in terms of minimum
continued airworthiness requirements. Study of this guide
requirements such that failure to comply or a lack of ability to
complements this training, but is not intended to replace it.
demonstrate compliance on any single item in a standard is
6.2.2 Available Training Programs:
non-compliance of the entire aircraft or system.
6.2.2.1 ASTM Light Aircraft Certificate Program—ASTM
5.5.4 Record—Appropriately document all findings that
administers the Light Aircraft Personnel Certificate Program.
support the applicable requirements. Documents should be
TheASTMTechnical and ProfessionalTraining (TPT) Depart-
clearly identified and written so that compliance to the require-
ment developed a two-day training program on the proper
ments can be easily verified. Document control will also
application of ASTM F37 standards and processes to the
support configuration control.
design, production, and operation of light sport aircraft. The
ASTM Light Aircraft Certificate Program was designed to
6. Compliance Process Overview
match the above stated scope. More information on the
Personnel Certificate Program can be found on theASTM F37
6.1 Overview—A schematic overview of the compliance
website.
process is shown in Fig. 1. One possible path through the light
sport aircraft compliance process is provided in Fig. 2. Fol- 6.2.3 Other Training Programs—Other training programs
lowing these flowcharts does not ensure compliance, nor does may also be available. Courses not listed in this document are
implementing a process that differs from these flowcharts not assumed to be inappropriate. Manufacturers should com-
necessarily mean non-compliance. Manufacturers are respon- pare the curriculum of other courses to the suggested scope
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FIG. 1 Compliance Program Schematic Overview
discussed in 6.2.1 and work within any applicable CAA aircraft. It is strongly recommended that design documentation
requirements to determine the usefulness and acceptability of be organized under a logical and consistent system that allows
other courses that may be offered.
for revision and approval tracking. Manufacturers should
maintain a complete and current design definition for any
7. Product Definition
product they wish to declare compliant. Manufacturers may
7.1 Documentation—Establishing the actual product defini-
find some of the referenced documents (for example, ATA
tion early in the design process is necessary for success in
iSpec 2200) useful in defining their item numbering and
certification. Setting the aircraft configuration and controlling
organization system. All design definition should:
change to that configuration aids in cost minimization as well.
7.2.1 Conform to good drawing practice, including appro-
In addition to setting and documenting the intended design,
priate tolerances;
configuration, and processes, confirming that those processes
7.2.2 Include reference to process or material specifications
are being applied to consistently produce the intended product
that are key to item characteristics; and
iscriticaltothemanufacturer’scompliance.Designdetailsthat
7.2.3 Be part of a revision control history with revision
are related to a particular regulatory requirement should be
clearly identified and traceable as such, with all associated information clearly identified and easily accessible.
analysis and testing information clearly referenced/identified.
7.3 Specifications, Standards and Other Requirements—
7.2 Design Definition—“Design definition” refers to de-
Specifications necessary to define the product are a part of the
tailed engineering or machine drawings, or electronic CAD/
compliance package. Specifications include items such as
CAM data of equivalent detail that fully defines in-house,
material specifications, nationally recognized standards, and
vendor, and internationally recognized standard components
manufacturing or assembly processes.
and assemblies. Vendor items and internationally recognized
7.4 Product Structure, Bill of Materials (BOM) or Parts
standard parts may be sufficiently defined by reference to the
List—The product structure lists all of the items (components,
governing vendor item or the associated recognized standard.
subassemblies, consumables, vendor parts, etc.) and item
If specification or control drawings are utilized, they should be
maintained as part of the design definition package for the quantities required to create an instance of the product. A
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FIG. 2 Example Light Sport Aircraft Certification Process
completeproductstructure,ormasterconfigurationlist,includ- compliance from the bottom up (starting with a parts list) as
ingbothMTSandCOTScomponents,fasteners,andadhesives well as from the top down (starting with a requirements list).
for the LSA is an integral part of the product definition. It is Whilethislevelofthoroughnessmaynotbedeemednecessary,
recommended that a product structure or BOM be structured in it may prove useful for a manufacturer wishing to provide an
a tiered manner that accounts for parts, sub-assemblies and extra level of rigor to their certification process.
assemblies within the product. Information such as part num-
7.5 Retention and Organization of Design Documentation—
ber and quantity should be included for each line item in the
Maintaining an organized and easily accessible design docu-
product structure. It is also a good place to capture any
mentation package for each aircraft produced is required (see
acceptable alternatives for a given component as well as
SpecificationF2972)tosubstantiateandsupportanassertionof
reference documents such as design definitions, specifications,
compliance, to facilitate maintenance and continued opera-
control drawings, consumable materials, bulk materials, and
tional support (such as through a functional continued opera-
processeseitherthroughdirectinclusionorbyreference.Serial
tional safety program) for the aircraft, and to track the
numbersarenotincludedintheproductstructure,butforitems
configuration and any authorized changes to that aircraft.
for which a serial number should be recorded in the quality
assurance record (QAR), that requirement may be called out in
8. An Approach to Initial Compliance for an S-LSA
the product structure. (See Specification F2972, Section 5.)
Design
More information on the QAR can be found in Section 9.
Additionally, the product structure can be a powerful tool to 8.1 Applicable Standards and Requirements—It is the re-
cross-checkmeansofcomplianceforaproduct(seeSection8). sponsibility of the manufacturer to determine which of the
If listed components include information about which stan- ASTM standards, including appropriate revision numbers, are
dardswereappliedintheirdesign,manufacturerscancheckfor applicable to their aircraft at the time of production or major
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TABLE 1 Industry Example Means of Compliance, Case 1
change/alteration to the aircraft. This guide does not address
specific requirements that might be imposed outside of the AMM Aircraft Maintenance Manual
AN Analysis
ASTMstandards;manufacturersareresponsibleforidentifying
CS Statement
any other requirements or regulations, or both. It should be
DE Design
noted that in addition to requirements dealing directly with the EX Exemption
FT Flight Test
designoftheaircraft,requirementsaddressingthemanufacture
GT Ground Test
and support of the aircraft need to be determined and docu-
IN Inspection
IPB Illustrated Parts Breakdown
mented as described in this guide and as required by the
N/A Not Applicable
relevant CAA(s).
POH Pilot Operating Handbook
QAM Quality Assurance Manual
8.2 Determining Applicable Requirements—Applicable
QAP Quality Assurance Program
standards should be selected for compliance for the type of
QAR Quality Assurance Record
aircraft or system being manufactured. These standards can SB Service Bulletin
cover the design, product documentation, quality assurance
program, supplemental material, and other operational and
TABLE 2 Industry Example Means of Compliance, Case 2
continued operational safety aspects of the aircraft’s life cycle
Type of Associated Compliance
and are identified by the CAA of the manufacturing state or
Means of Compliance
Compliance Documents
CAA of import (delivery) state as it applies to that aircraft or
Engineering MC0 Compliance Type Design Documents,
system. For each standard identified, manufacturers are
Evaluation Statement Recorded Statements,
strongly encouraged to itemize individual requirements in a
Compliance by Similarity,
MC1 Design Review/ Descriptions, Definitions,
consistent manner of their choosing (for example, in a
Description Drawings
checklist, spreadsheet or database). The method chosen should
MC2 Calculation/ Substantiation Reports
facilitate traceability to the requirements and organization of
Analysis
MC3 Safety Safety Analysis
proofofcomplianceandallsupportinginformationinaneasily
Assessment
accessible format. For each identified requirement, the manu-
Tests MC4 Lab or Bench Test Test Plans and Test
facturer keeps a record of the means of compliance that will
MC5 Ground Tests on Results Reports
Aircraft MC6 Flight Tests indicates
support the final product compliance statement.
MC6 Flight Tests compliance will be shown
MC8 Simulation based on compliance flight
8.3 Documenting Means of Compliance—Sufficient
tests.
documentation, including copies of each revision of each
Inspection MC7.1 Conformity Aircraft or Component
standard used, needs to be retained for each applicable require-
Inspection Inspection Records
MC7.2 Inspection
ment such that a third party would be able to verify complete
Equipment MC9 Equipment May include all of the
compliance of the manufacturer’s aircraft. The manufacturer
Qualification Qualification previous Means of
should also identify individuals within the organization who Compliance
determine and assure compliance for each requirement, includ-
ing name, position title and any qualifications deemed relevant
by the manufacturer. It also serves as a record of the manufac-
ance program. Iterations with this MOC-level work and rede-
turer’s design and compliance process for future reference as
sign may be necessary to get to a fully compliant product.
part of an investigation or change control process. Subsection
8.4 includes a list of common means of compliance. Usability Substantiation techniques for a few common means of com-
pliance are discussed in the following sections:
and clear identification are important aspects of maintaining
compliance-support documentation. Suggestions for identifica- 8.5.1 Substantiation of Compliance by Design—For all
requirements substantiated with compliance by design, the
tion of supporting documentation include a title, drawing or
product definition discussed in Section 7 takes on even greater
document number, date, serialization affected, and manufactur-
importance. It should be clear how compliance can be verified
er’s name on each page of a drawing or document, or both.
from the recorded design documentation and should not be
8.4 Means of Compliance—Manufacturers are encouraged
assumedtobe“obvious”fromtheaircraftitself.(Itemsthatare
to develop, define and consistently implement their own
clearly compliant based on looking at the aircraft may be
standard means of compliance. Some common practices are
substantiated with compliance by inspection, but this basis
provided in the following examples. Where specific means of
shouldbeusedwithcare.)Compliancebydesignshouldnotbe
compliance are specified within the standard under
declared based solely on the similarity of two components but
consideration, they should be used. Special care needs to be
rather on the specifics of the design, as defined and
taken to ensure that the means of compliance chosen is
documented, of the component in question.
rational, applicable, and appropriate to the particular use-case.
8.5.2 Substantiation of Compliance by Analysis—
8.5 Substantiation of Compliance—After a means of com- Substantiation by analysis uses calculation(s) or modeling, or
pliancehasbeendeterminedforeachitemizedrequirementand both, in lieu of testing to show that a design can be expected to
an overall compliance plan is in place, the plan-execute- meet a requirement with an acceptable margin of safety.
evaluate-record process can be applied to substantiate compli- Substantiating analytical data, including inputs, assumptions,
ance on an item-by-item basis.These PEER cycles can be seen and methods, should be retained as part of the compliance
as nested inside the Execute step of the overarching compli- package.
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F2930 − 16
8.5.2.1 Load Analysis—Aload analysis is a necessary early 8.5.3.1 Test Plans—Prior to conducting any test, a manufac-
component of the substantiation package to prove structural turertypicallylaysoutatestplanthatdescribesthetest(s)tobe
performed, the specific standard(s) that are relevant to the test,
integrity of the design. This analysis establishes the predicted
the expected or required result of the test, or both, inspections
applied loads which the aircraft and its components must
that will be performed before and after the test, what data are
withstand (flight, ground, landing, etc.) throughout its operat-
to be collected and how that collection is to be accomplished,
ing envelope. These loads are determined from weight, power,
and any other information relevant to the execution of the test.
and other characteristics of the aircraft using design speeds,
Test plans are structured in such a way as to demonstrate and
load factors, and factors of safety as specified in the compli-
facilitate the repeatability of the test result. Manufacturers are
ance requirements. These loads form the foundation of addi-
encouragedtoincluderecommendedsafetyequipmentandrisk
tional testing and subsequent analyses.All data used as part of
mitigation plans in their test plan documentation.
aloadanalysisshouldberetained.Clearindicationofunitsand
8.5.3.2 Data Collection Techniques—In the collection of
terminology consistent with the standards is also highly rec-
data, manufacturers should consider:
ommended.Extradiligenceshouldbeappliedtoensurethatthe
(1) The rigor of the data collection technique employed,
full operational envelope is considered, including “worst case”
and its sufficiency for meeting the requirements and signifi-
scenarios of both operation and configuration.
cance of the relevant standard(s) and test plan(s).
8.5.2.2 Structural Analysis—“Structural analysis” (a.k.a.
(2) The level of precision for the collection. As a rule of
“Stress Analysis”) describes the substantiating data which
thumb, data should be collected to one significant level of
establishes mathematically that the appropriate structural
precision greater than that used in the specification. As a
strength requirements have been met. The structural analysis
minimum, data should be collected at the same level of
draws upon the load analyses and material properties. The
precision as that used in the specification.
source of material properties and allowable stress should be
(3) The calibration of all tools, instruments and equipment
included with the stress analysis in which they are employed.
as well as the verification of all data collection methods before
Stress analysis may include static stress analysis, fatigue, fail
use. If a non-standard or subjective data collection technique is
safe analysis, etc. and must fully define the configuration(s)
employed, an explanation of the method(s) and description(s)
used in the analysis.
of the scale employed should be documented and included in
the test report and attached to the data themselves. All units,
8.5.2.3 Recorded Data & Applicability of Analytical
calibrations, and non-standard conversion or scaling factors
Methods—Sufficient documentation on any analysis used for
used should also be included in the test report and attached to
verifiable evidence of compliance shall be retained such that
the data.
the analysis is repeatable. This information typically includes
8.5.3.3 Data Reduction Techniques—Whereverpossibleand
items such as the inputs and assumptions used in the analysis
appropriate, data should be reduced and analyzed using
and the results of the analysis with measurements units (for
industry-standard processes. If custom reduction techniques
example, N, kPa, kg, etc.).An interpretation of those results in
are employed, care shall be taken to ensure that the reduction
the context of the standard under consideration may be
processes are consistent and do not modify or otherwise bias
included with this documentation, either directly or by
the data in a manner that cannot be corrected prior to drawing
reference, or maintained separately. If a software package or
conclusions from the data. The data reduction method(s)
other computer model is used, the software version and model
employed may be included in the test report, attached to the
revision should be noted on the analysis results. It is also
data themselves, or documented separately and cross-
recommended that the manufacturer include information on
referenced to the data or test report, or both.
how a particular analysis tool was validated for use in the
8.5.3.4 Conformity of Test Articles—Any part, assembly, or
relevant application or situation being modeled (for example,
aircraft used in testing should conform to the design that is
“industry standard software developed for this purpose”, “see
being declared as appropriate for the purpose of the test. The
software verification and validation documentation XXX”,
manufacturer is responsible for ensuring and documenting the
“curve produced from data set YYY”, etc.).
conformity of test article(s) as relevant to the test(s) being
8.5.3 Substantiation of Compliance by Test—For all tests
conducted prior to commencing any testing activities. A
(flight, ground, bench, etc.), a detailed plan and other support-
completeBOMforanyarticle(s)usedintheconformitytesting
ing documentation is developed, precisely executed, results are
process should be retained. Any test article deviations should
evaluated, and the entire process documented to a level that
be documented and approved prior to conducting the test.
facilitates both repeatability and clear, consistent evaluation of
8.5.3.5 Test Reports—Test reports should be created for
results. For qualitative or pass/fail results, clear definition and
each test conducted as part of the compliance process. For a
consistent application of terms should be employed throughout
given test, wherever possible the test report should follow the
the testing program. For each test conducted, the manufacturer
structure and data collection processes laid out in the test plan
should document the following: a test plan, any instrumenta-
for that activity. If the actual test differs from the test plan, the
tion and data collection plan, the test article description,
test report should follow the actual test, noting the reason for
conformity, inspection requirements, and all resulting data, in
anydiscrepancies.Testreportsshouldincludethedateandtime
both raw (as collected) and analyzed (that is, processed)
frame over which test data were recorded, a test title or
formats. description, all relevant environmental information for the test
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period (that is, wind speeds and direction, temperature, etc.) handling characteristics endemic or unique to the aircraft, or
and results of inspections performed. Data analysis and any both, that would not ordinarily be considered part of a generic
conclusion(s) drawn from that analysis as relevant to the flight training curriculum. The POH contains all of the specific
standard(s) relevant to the test may be included with the test information needed for a pilot who has successfully the
report or cross-referenced and maintained separately. This curricula in the FTS to safely operate the aircraft.
information should be retained in a format that is easily
8.7 Evaluation of Compliance—Once the plan-execute-
retrieved to support the test report. Also included in the test
evaluate-record process has been completed for each require-
report, either directly or by reference to another document, is
ment line item on the MOC level, the manufacturer returns to
verification of conformity for each test article as discussed in
the larger framework of the compliance program at the
8.5.3.4.
evaluate step. The list of applicable requirements as discussed
8.5.3.6 Disposition of Test Articles—Before deciding on a
in 8.1 should be reviewed to confirm that each was met. If a
disposition, or possible further use for test articles, manufac-
discrepancy or area of incomplete information is discovered,
turers should consider the condition of test articles as it relates
the manufacturer should determine to what point in the
to continued service or disposal, based on the particulars of a
compliance process they should return in order to ensure that
test. Any use of a test article on a flight article or production
all items are addressed before making a declaration of compli-
aircraft should be done with full conformance to the manufac-
ance. This may result in several iterations before a complete
turer’s compliant quality system. It should be noted that
compliance substantiation package is compiled.
damage to parts may not be visible or directly inspectable.
8.8 Record of Compliance—To facilitate international
usability, all data used to demonstrate compliance should be
8.6 Compliance Through Product and Production
Documentation—Documents that accompany the product and compiledandorganizedbythemanufacturerinEnglishinsuch
a way that it is clear and would be easily understood by an
guideproduction,eitherinternallywithintheorganizationorto
a customer on delivery, are compiled and maintained by the authorized third party. Clear identification of all substantiation
reports containing data used to demonstrate compliance would
manufacturer as part of the compliance package. Accompany-
include as a best practice information such as the manufactur-
ing documents, which include but are not limited to the aircraft
er’s name, the product identifier, date, document title, number
maintenance manual, pilot operating handbook and quality
and revision as applicable. Each page of a report should
assurance record, should be comprehensive, complete and
cover each relevant line item of the applicable requirements include similar information for easy identification. As men-
tioned in 7.4, it is good practice to cross-check the MOC
(for example, Specifications F2245 and F2746). These docu-
ments should also include the manufacturing process records against the product structure. Similarly, manufacturers
are encouraged to cross-reference each line-item requirement
definition, quality assurance programs and manuals, mainte-
nance manuals, customer support processes, change and revi- to the documentation that supports the identified MOC for that
requirement, as well as referencing in the MOC documentation
sion control processes, operating limitations, handbooks, and
any other supporting material necessary for the manufacture, which line-item requirement(s) motivated the compliance ac-
tivity. Two possible ways to capture these links are a master
use and support of the product. Manufacturers are responsible
for determining the complete accompanying document pack- compliance check list (MCCL) and a cross-linked database.
age as required by theASTM standards and the relevant CAA.
9. Production of Conforming Aircraft
As with all compliance documentation, it is highly desirable,
9.1 Once an aircraft design has been determined to be
and required by some CAAs that supporting documentation is
compliant with the applicable standards and requirements, the
madeavailableintheEnglishlanguage.Amanufacturershould
manufacturerthenensuresthatallaircraftproducedconformto
not consider their compliance package complete, nor declare
that design and will continue to conform in the case of
compliance for an aircraft, without every required manual and
standards or design changes. This is the intent of quality
document being readily available for inspection and use. A
assurance (QA), production acceptance, and continued airwor-
flight training supplement, as required, would also be consid-
thiness requirements. While QA duties may in some instances
ered product documentation.
be assigned to outside parties, no manufacturer should produce
8.6.1 Aircraft Maintenance Manual (AMM)—While details
or declare compliance for aircraft which is not supported by a
on the AMM are given in Practice F2483, manufacturers
documented program that provides confidence in its continued
shouldnotethatitiscriticalthatthemaintenancemanualforan
compliance.
aircraft be complete. It is possible that the relevant CAA may
9.2 Quality Assurance Program (QAP) Components—The
restrict repairs and alternations not explicitly covered in the
QAP is the program through which the manufacturer ensures
AMM regardless of their perceived level of severity or
continued conformity of their product to the compliant design.
complexity.
It covers all stages of the quality lifecycle for the aircraft, from
8.6.2 Pilot’s Operating Handbook (POH)—Details on the
plan, through execute and evaluate to record.The QAPis itself
POH are given in theASTM standards relevant to each aircraft
documented in the quality assurance manual (QAM) and
type (for example, Specification F2746 for LSA Airplanes).
produces as an end product, among other documents, the
Manufacturers should note that while the POH may include
quality assurance record (QAR) for each aircraft produced.
training information in the form of an FTS (flight training
supplement), an FTS does not take the place of a POH or vice 9.3 Planning for QualityAssurance—The planning phase of
versa. The FTS is intended to cover any particular skills or the QAactivities is closely related to the design of the product
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and should be considered in parallel with the finalization of the calibrated as part of the production acceptance testing for an
product definition and structure. aircraft. Any discrepancies or anomalies discovered should be
resolvedbywayofaprocessimplementedbythemanufacturer
9.3.1 Production Process Definition—Production processes
for this purpose and any aircraft with discrepancies or anoma-
include manufacturing specifications, process routings, assem-
lies should be clearly tagged as such until they are resolved.To
bly instructions and any special processes or services that are
be able to show compliance, manufacturers need to document
used in the production of structurally-critical aircraft compo-
the production acceptance inspections, checks and tests
nents. All production processes should be documented within,
conducted, as well as their results, for each aircraft. A
or clearly referenced by, the quality assurance manual.
completed written checklist is an example of an acceptable
9.3.1.1 Manufacturing Specifications include key measur-
documentation method.
able characteristics of the component or product that are
9.3.4 Tooling, Equipment and Gage Requirements—To en-
critical to conformity and the range of acceptable values for
sure that accurate results are achieved from any manufacturing
those measurements.
or inspection task, the proper tools, equipment and calibrations
9.3.1.2 ProcessRoutingsincludewhatworkistobedone,in
must be used. For each item used in the production of an LSA
what order, by whom and in what locations.
(for example, a torque wrench or scale), the manufacturer
9.3.1.3 Assembly Instructions consist of a step-by-step pro-
should define the appropriate settings, tolerances and calibra-
cess for the integration of components into either sub-
tionsthatmustbeperformedaswellastheintervalatwhichthe
assemblies or onto the aircraft and include the proper use of
sameistobeverified.Manufacturersmightfindtheexerciseof
any necessary adhesives or fasteners.
a gauge repeatability and reproducibility (Gauge R&R) study a
9.3.1.4 Special Processes are controlled and relate to the
useful tool in this effort.
production of components considered by the manufacturer to
9.3.5 A Note on Quality Assurance versus Quality Control
be critical to the structural integrity of the product (for
Approaches—Twoapproachestoqualityarecommonlyusedin
example,welding,compositeconstruction,andheattreatment).
manufacturing: quality assurance (QA) and quality control
These processes should include any inspection and record-
(QC). Quality assurance focuses on process control and the
keeping requirements for any tool, equipment, gauge or com-
idea that if the same things are done properly every time, the
pound used therein.
same product will consistently result, thus reducing the need
9.3.2 Production Inspections—While the implementation of
for final inspection. Quality control focuses on inspecting the
controlled processes and known methods of production are the
final product to ensure conformity to intent and reworking as
first step in producing compliant hardware, inspections are
needed. While each can produce conforming product, manu-
done to ensure that all components and processes being used in
facturers are encouraged to think about and evaluate their
the construction of an LSAconform to all applicable engineer-
differences when crafting their QAP. A successful quality
ing requirements and production processes. Each inspection
program often incorporates elements of both philosophies.
shouldhaveclearpass/failcriteria.Itemsthathavenotyetbeen
9.4 Execution of the Quality Assurance Program (QAP):
inspected, that have been inspected and accepted, and items
9.4.1 In following good practice, manufacturers should
that have been inspected and rejected, should all be separated
establish and maintain systems to ensure that conforming
and clearly identifiable as such. Non-conforming items may be
assembly, subassembly or detail parts, inclusive of purchased
handledasdescribedin9.4.2.Recordsofallinspectionsshould
items, are incorporated into the aircraft.
be kept in an organized
...