Transcript Airborne Instruments: Preparation for Flight and Certification

Airborne Instruments:
Preparation for Flight and Certification
Al Cooper and Al Rodi
NSF Facilities Users’ Workshop
Sept 2007
Preparing Instruments for Flight
on Research Aircraft

Procedures vary by aircraft, but all require
attention to factors affecting safety, esp. in
regard to:

Structural properties: Ability to withstand loads
arising in flight or in emergencies
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Resistance to combustion: use of appropriate
wire insulation and other components to avoid
flames or hazardous fumes in the cockpit.
Special Requirements for the
NSF/NCAR Gulfstream-V
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We maintain standard transport-category
certification as a civil aircraft
As delivered from Gulfstream, the aircraft had a
type certificate certifying compliance with the
Federal Aviation Regulations. We (NSF), as owner,
then obtained an airworthiness certificate – the
required evidence that this particular aircraft is
certified for flight.
Modifications invalidate that airworthiness
certificate, and we must obtain further approval to
resume operations.
Some Apertures Certified on Delivery
Wing-Stores Certification:
What This Means for Investigators
Bringing Equipment for Installation
1. First, equipment must comply with requirements
for structural strength and for use of appropriate
components including wiring. Cf. web sites, incl.
http://www.hiaper.ucar.edu/handbook
2. Help us meet needs for documentation, with
drawings, parts lists, and analyses (by a DER).
3. Allow time for the required process, including
inspections and FAA approval.
The Investigator’s Handbooks
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Handbooks are available for both the G-V and the C-130.
They include sections that describe the procedures in detail.
For the G-V, see http://www.hiaper.ucar.edu/handbook
Information on mounting points, racks, load requirements,
safety margins, and other design criteria are included there.
The handbook also includes advice on acceptable materials
for construction, acceptable fasteners, welding, weight limits
for racks, overturning moments, floor loading limits, etc.
There is additional information (e.g., on approved wire) at
http://www.eol.ucar.edu/raf/Approved_and_Tested_RAF_Wires.html.
CONSTRUCTING A CERTIFIED INSTRUMENT
1. Develop Design Data
2. Submit Data to DER (RAF or outside)
3. DER checks for compliance with FARs
4. Purchase Components
5. Test as Necessary
6. Build Instrument
7. Check Conformity to Data
8. Install on G-V
9. Check Conformity of Installation
10.Ready for Flight – after FAA approval
The Data Package
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The G-V handbook also describes the data package needed
from each investigators who brings equipment for
installation. This package is typically needed about 8 wks
prior to the start of flights.
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Descriptive data: drawings, with dimensions, weights, materials, etc.
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Substantiating data, including:
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Structural loads analysis
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Electrical loads analysis
There are some sample data packages on the RAF web site
(http://www.eol.ucar.edu/raf)
There are also many special cases, including lasers,
cryogens, toxic gases, batteries, pressure vessels, etc.
Some Importantfor
Consequences:
Consequences
Investigators
(a) We need drawings ahead of time so that we can
do the required analyses and submit the
information in time to allow approval by the FAA.
(b) We are very limited in regard to what can be
changed during a project. We can't change
instrument configurations or make significant
changes to an instrument.
(c) Large complements of new instruments can be
difficult to handle in the short time prior to a project,
so it is desirable to install and test instruments
ahead of time.
NewRecommended
Recommended Policy
New
PolicyRe
re Testing
Testing
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Required instruments for a field program will need to be
tested (and, for the G-V, certified) 3 mo prior to installation.
Others may test first in pre-deployment testing, but failure
will result in removal from the payload.
Instruments previously flown are exempt if they have not
been modified significantly.
The status of the instrumentation will be considered
appropriately in assessing the feasibility of the experiment.
To assist users in testing and certifying instruments, EOL will
provide periodic opportunities for installation, certification,
and flight testing.
How
Doesthe
the C-130
How
Does
C-130Differ?
Differ?
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We are moving to the same procedures,
except that FAA approval is not required. We
assume responsibility (but therefore must
enforce similar safety requirements). As a
result:
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The process does not require the same lead time
or formality in documentation
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There is a little more flexibility in regard to what
components are acceptable and what in-field
procedures are possible.
ImportantConclusion:
Summary:
Important
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Contact us early and often!
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We can help guide developers through this
process, often saving us all time;
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Knowing about developments helps us prepare
for their arrival and avoid last-minute surprises.
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http://www.eol.ucar.edu/raf
How does the UWKA differ?
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Certification: FAR Part 91 restricted:
A few operational restrictions that usually can be
waived
•All modifications require FAA approval
•Submission of package of drawings, DER analyses,
Forms 8110, etc., to the FAA via Form 337.
•We have our own staff of aircraft maintenance
technicians, one with Inspection Authorization (IA)
who can approve mods via the 337 or STC process.
•
UWKA certification issues
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UW has done some major modifications in-house.
In most instances, this has involved purchasing
engineering with FAA Supplemental Type
Certificates (STC)
20” nadir port (AVCON)
 Radar ‘wing’ (NOAA)
For “minor” alterations: UW contracts with
DER to do engineering. This is becoming
increasingly time consuming and expensive.
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We cannot easily accommodate 19” rack
mountable gear (especially the “standard” long
racks) due to aisle (egress) requirements.
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Nadir port installation
Often, special racks have to be constructed
and/or equipment repackaged.
Contacting us early and often - even
at the 'just thinking about it' stage –
is the key.
Radar wing
UWKA certification issues
NB:
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Previous approval on other aircraft does not
insure approval on the King Air. Our standards
are not necessarily higher, but the restrictions
are different.
UWKA certification issues
Legacy issues:
Aircraft is 30 years old, and contains much
material that does not conform to current
standards. However, in new installations, we will
conform to use of only certified materials (i.e.
appropriate wire insulation and other
components to avoid flames or hazardous
fumes in the cockpit). Contact us for details